Magnetic crash sensor

ABSTRACT

A magnetic field generated by at least one coil operatively associated with a first portion of a vehicle responsive to a first signal from a signal source causes an eddy current in at least one conductive element operatively associated with or at least a part of a second portion of the vehicle. In one aspect, a circuit operatively coupled to the at least one coil generates a second signal responsive to a self-impedance of the at least one coil, wherein the second signal is at least partially in-phase with the first signal. In another aspect, a magnetic sensor is responsive to an eddy current in the at least one conductive element. In yet another aspect, the at least one conductive element comprises a metal sheet, film or coating of paramagnetic or diamagnetic material that is relatively highly conductive.

CROSS-REFERENCE TO RELATED APPLICATIONS

The instant application is a continuation-in-part of InternationalApplication Serial No. PCT/US06/62055 filed on Dec. 13, 2006, which is acontinuation-in-part of U.S. application Ser. No. 11/530,492(“Application '492”) filed on Sep. 11, 2006, and which claims benefit ofU.S. Provisional Application Ser. Nos. 60/750,122 filed on Dec. 13,2005. Application '492 is a continuation-in-part of U.S. applicationSer. No. 10/946,174 filed on Sep. 20, 2004, now U.S. Pat. No. 7,209,844,which issued on 24 Apr. 2007, and which claims the benefit of prior U.S.Provisional Application Ser. No. 60/504,581 filed on Sep. 19, 2003.Application '492 is also a continuation-in-part of U.S. application Ser.No. 10/905,219 filed on Dec. 21, 2004, now U.S. Pat. No. 7,212,895,which issued on 1 May 2007, and which claims the benefit of prior U.S.Provisional Application Ser. No. 60/481,821 filed on Dec. 21, 2003.Application '492 is also a continuation-in-part of U.S. application Ser.No. 11/460,982 filed on Jul. 29, 2006, which claims the benefit of priorU.S. Provisional Application Ser. No. 60/595,718 filed on Jul. 29, 2005.The instant application also claims the benefit of U.S. ProvisionalApplication Ser. No. 60/892,241 filed on Feb. 28, 2007. Each of theabove-identified applications is incorporated by reference in itsentirety.

BRIEF DESCRIPTION OF THE DRAWINGS

In the accompanying drawings:

FIG. 1 illustrates a schematic block diagram of a magnetic crash sensorin a vehicle;

FIG. 2 illustrates a first embodiment of a first aspect of the magneticcrash sensor with the vehicle in an unperturbed state;

FIG. 3 illustrates the first embodiment of the first aspect of themagnetic crash sensor with the vehicle in a perturbed state responsiveto a crash;

FIG. 4 illustrates a second aspect of a magnetic crash sensor with thevehicle in an unperturbed state;

FIG. 5 illustrates the second aspect of the magnetic crash sensor withthe vehicle in a perturbed state responsive to a crash;

FIG. 6 illustrates a second embodiment of the first aspect of a magneticcrash sensor in a door of the vehicle, showing an end view cross-sectionof the door;

FIG. 7 illustrates the second embodiment of the first aspect of themagnetic crash sensor in the door of the vehicle, showing a top viewcross-section of the door;

FIG. 8 illustrates a third embodiment of the first aspect of a magneticcrash sensor and a second embodiment of the second aspect of a magneticcrash sensor;

FIG. 9 illustrates a fourth embodiment of the first aspect of a magneticcrash sensor in the door of a vehicle, showing an end view cross-sectionof the door;

FIG. 10 illustrates the fourth embodiment of the first aspect of themagnetic crash sensor in the door of the vehicle, showing a top viewcross-section of the door;

FIGS. 11 a and 11 b illustrate a second embodiment of a coil inaccordance with the first aspect of the magnetic crash sensor;

FIG. 12 illustrates a third embodiment of a coil in accordance with thefirst aspect of the magnetic crash sensor;

FIG. 13 illustrates an end view of a fourth embodiment of a coil inaccordance with the first aspect of the magnetic crash sensor;

FIGS. 14 a and 14 b illustrate a fifth embodiment of a coil inaccordance with the first aspect of the magnetic crash sensor;

FIGS. 15 a and 15 b illustrate a sixth embodiment of a coil inaccordance with the first aspect of the magnetic crash sensor;

FIG. 16 illustrates a side view of a seventh embodiment of a coil inaccordance with the first aspect of the magnetic crash sensor;

FIGS. 17 a and 17 b an eighth embodiment of a coil in accordance withthe first aspect of the magnetic crash sensor;

FIG. 18 illustrates a schematic block diagram of a third aspect of amagnetic crash sensing system in a vehicle;

FIG. 19 illustrates a detailed view of several coils from the thirdaspect illustrated in FIG. 18, and illustrates several coil embodiments;

FIG. 20 illustrates various locations for a coil around a door hinge;

FIG. 21 illustrates a coil mounted so as to provide for sensing a dooropening condition;

FIG. 22 illustrates an encapsulated coil assembly;

FIG. 23 illustrates a portion of a coil assembly incorporating amagnetically permeable core;

FIG. 24 illustrates a portion of a coil assembly adapted for mountingwith a fastener;

FIG. 25 illustrates a portion of a coil assembly adapted for mountingwith a fastener, further comprising a magnetically permeable core;

FIGS. 26 a and 26 b illustrate eddy currents, associated magnetic fieldsand axial magnetic fields in various ferromagnetic elements;

FIG. 27 illustrates a toroidal helical coil;

FIG. 28 illustrates a toroidal helical coil assembly;

FIG. 29 illustrates the operation of an eddy current sensor;

FIG. 30 illustrates the operation of an eddy current sensor to detect acrack in an object;

FIG. 31 illustrates a complex impedance detected using the eddy currentsensor illustrated in FIG. 30 responsive to cracks of various depths;

FIG. 32 illustrates a Maxwell-Wien bridge for measuring compleximpedance;

FIG. 33 illustrates a coil of a magnetic crash sensor in proximity to aconductive element;

FIG. 34 illustrates various components of a signal from the coilillustrated in FIG. 33;

FIG. 35 illustrates a schematic block diagram of a first aspect of asignal conditioning circuit associated with a magnetic sensor;

FIG. 36 illustrates a first embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 37 illustrates a second embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 38 illustrates a third embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 39 illustrates a fourth embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 40 illustrates a fifth embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 41 illustrates a sixth embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 42 illustrates a seventh embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 43 illustrates an eighth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 44 illustrates a ninth embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 45 illustrates a tenth embodiment of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 46 illustrates an eleventh embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 47 illustrates a block diagram of a sigma-delta converterincorporated in the eleventh embodiment of a signal conditioning circuitillustrated in FIG. 46;

FIGS. 48 a-d illustrate various outputs of the sigma-delta converterillustrated in FIG. 47 for various corresponding DC input voltages;

FIG. 49 illustrates a block diagram of a decimator comprising a low-passsync filter a decimation filter associated with the sigma-deltaconverter, and a mixer, incorporated in the eleventh embodiment of asignal conditioning circuit illustrated in FIG. 46;

FIG. 50 illustrates the operation of a sigma-delta analog-to-digitalconverter in accordance with in the eleventh embodiment of a signalconditioning circuit illustrated in FIG. 46;

FIG. 51 illustrates embodiments of various features that can beincorporated in a signal conditioning circuit;

FIG. 52 illustrates an equivalent circuit model of a cable connected toa coil;

FIG. 53 illustrates various embodiments of various features that can beassociated with an analog-to-digital converter;

FIG. 54 illustrates a twelfth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 55 illustrates a thirteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 56 illustrates a fourteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 57 illustrates a gain response of a notch filter;

FIGS. 58 a-c illustrate various embodiments of notch filters;

FIG. 59 illustrates a fifteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 60 illustrates gain responses a low-pass filter and a high-passnotch filter respectively overlaid upon one another;

FIG. 61 illustrates a sixteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 62 illustrates a seventeenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 63 illustrates a eighteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 64 illustrates a nineteenth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 65 illustrates a twentieth embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 66 illustrates a twenty-first embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 67 illustrates a twenty-second embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 68 illustrates a twenty-third embodiment of a signal conditioningcircuit that provides for generating one or more measures responsive toa self-impedance of a coil;

FIG. 69 a illustrates a first embodiment of a second aspect of a signalconditioning circuit that provides for generating one or more measuresresponsive to a self-impedance of a coil;

FIG. 69 b illustrates a model of a the coil illustrated in FIG. 69 a;

FIG. 69 c illustrates an operation of the second aspect of a signalconditioning circuit illustrated in FIG. 69 a;

FIGS. 70 a-c illustrates a various embodiments of a monopolar pulsegenerator in accordance with the second aspect of a signal conditioningcircuit illustrated in FIG. 69 a;

FIG. 71 illustrates a second embodiment of the second aspect of a signalconditioning circuit that provides for generating one or more measuresresponsive to a self-impedance of a coil;

FIG. 72 illustrates a pulse train in accordance with the secondembodiment of the second aspect of the signal conditioning circuitillustrated in FIG. 71;

FIG. 73 illustrates a third embodiment of the second aspect of a signalconditioning circuit that provides for generating one or more measuresresponsive to a self-impedance of a coil;

FIGS. 74 a-e illustrates various waveforms associated with the thirdembodiment of the second aspect of the signal conditioning circuitillustrated in FIG. 73;

FIG. 75 a illustrates a third aspect of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 75 b illustrates an equivalent circuit of a gyrator incorporated inthe third aspect of the signal conditioning circuit illustrated in FIG.75 a;

FIG. 76 a illustrates a fourth aspect of a signal conditioning circuitthat provides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 76 b illustrates a frequency dependency of the current through thecoil illustrated in FIG. 76 a;

FIG. 77 illustrates a fifth aspect of a signal conditioning circuit thatprovides for generating one or more measures responsive to aself-impedance of a coil;

FIG. 78 illustrates a flow chart of a process for generating a half-sinewaveform used in the fifth aspect of a signal conditioning circuitillustrated in FIG. 77, and a process for generating a polarity controlsignal used therein;

FIG. 79 illustrates a cross-section of a vehicle incorporating safetyrestraint actuators on opposing sides of a vehicle and associated coilsof associated magnetic crash sensors associated with opposing doors ofthe vehicle, wherein the associated crash sensing systems cooperate withone another to mitigate the affect of electromagnetic noise;

FIG. 80 illustrates a flow chart of a process for controlling theactuation of the safety restraint actuators of the embodimentillustrated in FIG. 79, and for mitigating the affect of electromagneticnoise on the associated magnetic crash sensors;

FIG. 81 illustrates a block diagram of a magnetic crash sensing systemadapted to mitigate the affect of electromagnetic noise on theassociated magnetic crash sensor;

FIG. 82 illustrates a circuit for generating a signal that is acombination of a plurality of separate signals at correspondingdifferent oscillation frequencies;

FIG. 83 illustrates a flow chart of a process for detecting signals fromthe magnetic crash sensing system illustrated in FIG. 81 associated withseparate and different oscillation frequencies and for controlling theactuation of an associated safety restraint actuator responsive theretowhile mitigating the affect of electromagnetic noise on the associatedmagnetic crash sensor;

FIG. 84 illustrates a flow chart of a sub-process of the processillustrated in FIG. 83, wherein the sub-process provides for determiningwhich of the signals from the magnetic crash sensing system illustratedin FIG. 81 are representative of a crash;

FIG. 85 illustrates a flow chart of a first embodiment of a sub-processof the process illustrated in FIG. 84, wherein the first embodiment ofthe sub-process provides for voting and for controlling the actuation ofan associated safety restraint actuator responsive thereto, so as toprovide for mitigating the affect of electromagnetic noise on theassociated magnetic crash sensor;

FIG. 86 illustrates a flow chart of a second embodiment of a sub-processof the process illustrated in FIG. 84, wherein the second embodiment ofthe sub-process provides for controlling the actuation of an associatedsafety restraint actuator responsive any of the signals that areindicative of a crash but which are not indicative of electromagneticnoise, so as to provide for mitigating the affect of electromagneticnoise on the associated magnetic crash sensor;

FIG. 87 illustrates a fifth embodiment of the first aspect of a magneticcrash sensor in the door of a vehicle, showing an end view cross-sectionof the door;

FIG. 88 illustrates the fourth embodiment of the first aspect of themagnetic crash sensor in the door of the vehicle, showing a top viewcross-section of the door;

FIG. 89 illustrates a first embodiment of a coil attachment inaccordance with the fourth embodiment of the first aspect of themagnetic crash sensor in the door of the vehicle;

FIG. 90 illustrates a bracket in cooperation with a door beam inaccordance with the first embodiment of a coil attachment in accordancewith the fourth embodiment of the first aspect of the magnetic crashsensor in the door of the vehicle;

FIG. 91 illustrates a second embodiment of a coil attachment inaccordance with the fourth embodiment of the first aspect of themagnetic crash sensor in the door of the vehicle;

FIG. 92 a illustrates a first schematic block diagram of a firstembodiment of a fourth aspect of a magnetic sensor in a vehicle,incorporating a plurality of non-overlapping coil elements;

FIG. 92 b illustrates a plurality of overlapping coil elements;

FIG. 92 c illustrates a plurality of coil elements, some of which areoverlapping, and some of which are non-overlapping;

FIG. 93 illustrates a second schematic block diagram of the firstembodiment of the fourth aspect of the magnetic sensor;

FIG. 94 illustrates a schematic block diagram of a first embodiment ofthe fifth aspect of a magnetic sensor;

FIG. 95 illustrates a schematic block diagram of a second embodiment ofthe fifth aspect of the magnetic sensor;

FIG. 96 illustrates a side view of the first embodiment of the fourthaspect of the magnetic sensor illustrating the operation thereof;

FIG. 97 illustrates a schematic block diagram of an embodiment of asixth aspect of a magnetic sensor;

FIG. 98 illustrates a schematic block diagram of an embodiment of aseventh aspect of a magnetic sensor;

FIGS. 99 a and 99 b illustrate a first embodiment of an eighth aspect ofa magnetic sensor;

FIGS. 100 a and 100 b illustrate a second embodiment of the eighthaspect of the magnetic sensor;

FIG. 101 illustrates an environment of a ninth aspect of the magneticsensor;

FIG. 102 illustrates an embodiment of the ninth aspect of the magneticsensor;

FIG. 103 illustrates an embodiment of a tenth aspect of a magneticsensor associated with an air bag inflator; and

FIG. 104 illustrates various embodiments of a magnetic sensor in avehicle.

DESCRIPTION OF EMBODIMENT(S)

Referring to FIGS. 1 and 2, a first embodiment of a first aspect of amagnetic crash sensor 10.1 is incorporated in a vehicle 12 and comprisesat least one first coil 14 operatively associated with a first portion16 of the vehicle 12, and a conductive element 18 either operativelyassociated with, or at least a part of, a proximate second portion 20 ofthe vehicle 12. For example, the first embodiment of the first aspect ofa magnetic crash sensor 10.1 is adapted to sense a frontal crash,wherein the first portion 16 of the vehicle 12 is illustrated ascomprising a front cross beam 22—the at least one first coil 14 beinglocated proximate to a central portion thereof, e.g. mounted thereto,—and the second portion 20 of the vehicle 12 is illustrated ascomprising the front bumper 24. The at least one first coil 14 iselectrically conductive and is adapted for generating a first magneticfield 26 responsive to a current applied by a first coil driver 28, e.g.responsive to a first oscillatory signal generated by a first oscillator30. The magnetic axis 32 of the at least one first coil 14 is orientedtowards the second portion 20 of the vehicle 12—e.g. substantially alongthe longitudinal axis of the vehicle 12 for the embodiment illustratedin FIG. 1—so that the first magnetic field 26 interacts with theconductive element 18 operatively associated therewith, thereby causingeddy currents 34 to be generated therein in accordance with Lenz's Law.The conductive element 18 comprises, for example, a thin metal sheet,film or coating, comprising either a paramagnetic or diamagneticmaterial that is relatively highly conductive, e.g. aluminum or copper,and which, for example, could be an integral part of the second portion20 of the vehicle 12. For example, the conductive element 18 could bespray coated onto the rear surface of the front bumper 24. The frequencyof the first oscillator 30 is adapted so that the correspondingoscillating first magnetic field 26 generated by the at least one firstcoil 14 both provides for generating the associated eddy currents 34 inthe conductive element 18, and is magnetically conducted through theferromagnetic elements of the vehicle 12, e.g. the front cross beam 22.

The magnetic crash sensor 10.1 further comprises at least one magneticsensor 36 that is located separate from the at least one first coil 14,and which is adapted to be responsive to the first magnetic field 26generated by the at least one first coil 14 and to be responsive to asecond magnetic field 38 generated by the eddy currents 34 in theconductive element 18 responsive to the first magnetic field 26. Forexample, the sensitive axis of the at least one magnetic sensor 36 isoriented in substantially the same direction as the magnetic axis 32 ofthe at least one first coil 14. For example, as illustrated in FIG. 1,the at least one magnetic sensor 36 comprises first 36.1 and second 36.2magnetic sensors located proximate to the front side of respectivedistal portions of the front cross beam 22, so as to be responsive tofirst 26 and second 38 magnetic fields. The magnetic sensor 36 generatesa signal responsive to a magnetic field, and can be embodied in avariety of ways, for example, including, but not limited to, a coil, aHall-effect sensor, or a giant magnetoresistive (GMR) sensor. The first36.1 and second 36.2 magnetic sensors are operatively coupled torespective first 40.1 and second 40.2 signal conditioner/preprocessorcircuits, which, for example, provide for preamplification, filtering,synchronous demodulation, and analog to digital conversion of theassociated signals from the first 36.1 and second 36.2 magnetic sensors,e.g. as described in U.S. Pat. No. 6,777,927, which is incorporatedherein by reference. The first 40.1 and second 40.2 signalconditioner/preprocessor circuits are each operatively coupled to aprocessor 42 which processes the signals therefrom, thereby providingfor discriminating a crash, and controlling an associated safetyrestraint actuator 44—e.g. a frontal air bag inflator or a seat beltpretensioner—operatively coupled thereto.

Referring to FIG. 3, responsive to a crash with an impacting object 46of sufficient energy to deform the conductive element 18, changes to theshape or position of the conductive element 18 relative to the at leastone first coil 14 and to the magnetic sensor 36 cause a change in themagnetic field received by the first 36.1 and second 36.2 magneticsensors, which change is detected thereby, and a resulting signal ispreprocessed by the signal conditioner/preprocessor circuits 40.1, 40.2.The signal therefrom is processed by a crash sensing algorithm in theprocessor 42—e.g. by comparison with a threshold or with a referencesignal or waveform—and if a crash is detected thereby, e.g. a crash ofsufficient severity, then the processor 42 provides for eitheractivating the safety restraint actuator 44 responsive thereto, orprovides for activation thereof responsive to a second confirmatorysignal from a second crash sensor.

The first aspect of the magnetic crash sensor 10.1 provides formonitoring the shape and position of a front member of a vehicle, suchas the bumper, so as to provide early warning for significant energyimpacts. The magnetic crash sensor 10.1 could also provide a signal fromwhich impacts with pedestrians can be identified and potentiallydifferentiated from those with other low mass or unfixed objects. Forexample, a signal responsive to either the first 36.1 or second 36.2magnetic sensors could be used to actuate pedestrian protection devices;to actuate resettable vehicle passenger restraint devices (e.g.mechanical seatbelt pretensioners); or to alert a frontal crashdetection algorithm that a crash is beginning, wherein, for example, thefrontal crash detection algorithm might adapt one or more thresholdsresponsive thereto. The dynamic magnitude of the signal from themagnetic sensor 36 provides a measure of crash severity.

The first aspect of the magnetic crash sensor 10.1 is useful for sensingimpacts to elements of the vehicle 12 that are either non-structural orwhich are readily deformed responsive to a crash. Changes in elements ofwhich the conductive element 18 is either operatively associated or atleast a part of cause an associated influence of the associated magneticfield. This influence occurs at the speed of light. Furthermore, directstructural contact between the impacted element—i.e. the conductiveelement 18—and the associated sensing system—i.e. the at least one firstcoil 14 and magnetic sensor 36—is not required as would be the case fora crash sensing system dependent upon either an accelerometer or amagnetostrictive sensor, because the first aspect of the magnetic crashsensor 10.1 is responsive to changes in the geometry of the regioncovered by the magnetic fields associated therewith, which includes thespace between the conductive element 18 and the associated at least onefirst coil 14 and magnetic sensor 36. The responsiveness of the firstaspect of the magnetic crash sensor 10.1 is improved if these elementsare located so that a nonmagnetic material gap in the associatedmagnetic circuit is either increased or decreased responsive to a crash,thereby affecting the overall reluctance of the associated magneticcircuit, and as a result, affecting the resulting signal sensed by themagnetic sensor 36.

The first aspect of the magnetic crash sensor 10.1 is well suited fordetecting impacts to non-ferrous elements of the vehicle 12. Forexample, for elements that are poor conductors, the conductive element18 operatively associated therewith provides for detecting deformationsthereof. As another example, for elements that are good conductors, e.g.aluminum bumpers or body panels, those elements inherently comprise theconductive element 18 of the magnetic crash sensor 10.1.

A conductive element 18 could also be added to a ferrous element, e.g. asteel bumper, in accordance with the first aspect of the magnetic crashsensor 10.1, although in order for the effect of the second magneticfield 38 to dominate an effect of a magnetic field within the ferrouselement, the associated conductive element 18 on the inside of theferrous element (steel bumper) would need to be thick enough orconductive enough to prevent the original transmitted first magneticfield 26 from penetrating though to the steel on the other side of theconductive element 18, whereby eddy currents 34 in the conductiveelement 18 would substantially cancel the magnetic field at some depthof penetration into the conductive element 18 for a sufficiently thick,sufficiently conductive conductive element 18. For example, for asuperconducting conductive element 18, there would be no penetration ofthe first magnetic field 26 into the conductive element 18. Although thedepth of penetration of the first magnetic field 26 increases as theconductivity of the conductive element 18 decreases, an aluminum orcopper conductive element 18 would not need to be very thick (e.g. 2 mmor less) in order to substantially achieve this effect. The depth ofpenetration of magnetic fields into conductive elements is known fromthe art using eddy currents for non-destructive testing, for example, asdescribed in the technical paper eddyc.pdf available from the internetat http://joe.buckley.net/papers, which technical paper is incorporatedherein by reference. Generally, if the thickness of the conductiveelement 18 exceeds about three (3) standard depths of penetration at themagnetic field frequency, then substantially no magnetic field willtransmit therethrough.

Alternatively, in the case of ferromagnetic element, e.g. a steelbumper, a magnetic crash sensor could be constructed as describedhereinabove, except without a separate conductive element 18, i.e.separate from the ferromagnetic element which is itself conductive.Accordingly, the first magnetic field 26 would be conducted through thisferromagnetic element second portion 20 of the vehicle 12, which is partof a magnetic circuit further comprising the at least one first coil 14,the first portion 16 of the vehicle 12, and the associated air gaps 48between the first 16 and second 20 portions of the vehicle 12. Inaccordance with this aspect, the magnetic sensor 36 would be responsiveto changes in the reluctance of the magnetic circuit caused bydeformation or translation of the ferromagnetic first portion 16 of thevehicle 12, and by resulting changes in the associated air gaps 48.

Referring to FIGS. 1 and 4, a second aspect of a magnetic crash sensor10.2 incorporated in a vehicle 12 comprises at least one second coil 50operatively associated with a third portion 52 of the vehicle 12,wherein the third portion 52 can be either proximate to the abovedescribed first portion 16, or at another location. For example, thesecond aspect of a magnetic crash sensor 10.2 is also illustrated asbeing adapted to sense a frontal crash, wherein the third portion 52 ofthe vehicle 12 is illustrated as comprising the front cross beam 22, thesecond coil 50 being located proximate to a central portion thereof,e.g. located around the front cross beam 22. The second coil 50 iselectrically conductive and is adapted for generating a third magneticfield 54 responsive to a current applied by a second coil driver 56,e.g. responsive to a second oscillatory signal generated by an secondoscillator 58. For example, the second oscillator 58 could be either thesame as or distinct from the first oscillator 30, and in the lattercase, could operate at a different frequency or could generate eitherthe same type or a different type of waveform as the first oscillator30, e.g. square wave as opposed to sinusoidal. In one embodiment, the atleast one second coil 50 is the same as the above-described at least onefirst coil 14. In another embodiment, the magnetic axis 60 of a separateat least one second coil 50 is oriented substantially along aferromagnetic element of the third portion 52 of the vehicle 12, asillustrated in FIG. 1 so that the third magnetic field 54 is inducedwithin the ferromagnetic element of the third portion 52 of the vehicle12. In yet another embodiment, the at least one second coil 50 is placedrearward relative to the at least one first coil 14. The frequency ofthe second oscillator 58 is adapted so that the correspondingoscillating third magnetic field 54 generated by the at least one secondcoil 50 is magnetically conducted through the structural elements of thevehicle 12, e.g. the forward portion of steel frame of the vehicle 12.

The magnetic crash sensor 10.2 further comprises at least one magneticsensor 62 that is located separate from the at least one second coil 50,and which is adapted to be responsive to the third magnetic field 54generated by the at least one second coil 50 and conducted through theframe 64 of the vehicle 12 For example, as illustrated in FIG. 1, the atleast one magnetic sensor 62 comprises third 62.1 and fourth 62.2magnetic sensors located around the respective forward portions of theleft 66.1 and right 66.2 frame rails. In another embodiment, themagnetic sensor 62 of the second aspect of the magnetic crash sensor10.2 is the same as the magnetic sensor 36 of the first aspect of themagnetic crash sensor 10.1. The magnetic sensor 62 generates a signalresponsive to a magnetic field, and can be embodied in a variety ofways, for example, including, but not limited to, a coil, a Hall-effectsensor, or a giant magnetoresistive (GMR) sensor. For example, a coil ofthe magnetic sensor 62 could be wound around portions of the frame 64,or the magnetic sensor 62 (i.e. coil, Hall-effect sensor, GMR sensor orother type of magnetic sensor) could be located within an opening of, oron, the frame 64 of the vehicle 12. The third 62.1 and fourth 62.2magnetic sensors are operatively coupled to respective first 40.1 andsecond 40.2 signal conditioner/preprocessor circuits, which, forexample, provide for preamplification, filtering, synchronousdemodulation, and analog to digital conversion of the associated signalsfrom the third 62.1 and fourth 62.2 magnetic sensors, e.g. as describedin U.S. Pat. No. 6,777,927, which is incorporated herein by reference.

The third magnetic field 54 is conducted through a magnetic circuit 68comprising the above described elements of the frame 64 of the vehicle12, and which may further comprise elements of the body or powertrain,or other associated structural elements, particularly elementscomprising ferromagnetic materials. The responsiveness of the secondaspect of the magnetic crash sensor 10.2 can be enhanced if theassociated magnetic circuit 68 comprises one or more gaps 70 comprisingnon-magnetic material, the separation thereof which is responsive to acrash to be sensed by the magnetic crash sensor 10.2, thereby modulatingthe associated reluctance of the magnetic circuit 68 responsive to thecrash. For example, the one or more gaps 70 could comprise a structuralnonferrous material, such as aluminum or structural plastic of the frame64 of the vehicle 12, which is adapted to be either compressed orstretched responsive to the crash, causing the associated reluctance ofthe magnetic circuit 68 to either decrease or increase respectively.

The second aspect of the magnetic crash sensor 10.2 provides formonitoring damage to the structure of the vehicle 12 responsive tocrashes involving a substantial amount of associated inelasticdeformation. Referring to FIG. 5, responsive to a crash with animpacting object 46 of sufficient energy to deform the frame 64 of thevehicle 12, associated changes in the reluctance of the associatedmagnetic circuit 68 responsive to an associated change in the geometryof the associated elements cause an associated change in the magneticfield sensed by the third 62.1 and fourth 62.2 magnetic sensors, whichchange is detected thereby, and a resulting signal is preprocessed bythe signal conditioner/preprocessor circuits 40.1, 40.2. The signaltherefrom is processed by a crash sensing algorithm in the processor42—e.g. by comparison with a threshold or with a reference signal orwaveform—and if a crash is detected thereby, e.g. a crash of sufficientseverity, then the processor 42 provides for either activating thesafety restraint actuator 44 responsive thereto. The detection processof the second aspect of the magnetic crash sensor 10.2 can be maderesponsive to a detection of a crash in accordance with the first aspectof the magnetic crash sensor 10.1.

Generally, during major crash events where deployment of the safetyrestraint actuator 44 is desired, significant associated damage andassociated metal bending generally occurs to vehicle structures rearwardof the front bumper region. After the impacting object 46 has beendetected by the first embodiment of the first aspect of the magneticcrash sensor 10.1 as described hereinabove, the vehicle crush zone andcrush pattern will generally either be limited to primarily the bumperregion or will extend further into the vehicle, impacting one or moremajor vehicle structural members. If the object intrusion is limitedprimarily to the bumper or hood region, then a crash would likely bedetected only by the first aspect of the magnetic crash sensor 10.1.However, if the impacting object 46 intrudes on a major structuralmember, then a significant signal change is detected by the third 62.1and fourth 62.2 magnetic sensors of the second embodiment of themagnetic crash sensor 10.2 responsive to a deformation of the frame 64of the vehicle 12. The signature of the signal(s) from either of thethird 62.1 and fourth 62.2 magnetic sensors, i.e. the associatedmagnitude and rate of change thereof, can be correlated with impactseverity and can be used to actuate one or more safety restraintactuators 44 appropriate for the particular crash. Accordingly, incombination, the first 10.1 and second 10.2 aspects of the magneticcrash sensor provide for faster and better crash discrimination, so asto provide for either actuating or suppressing actuation of theassociated safety restraint actuators 44. Furthermore, the affects of acrash on the magnetic circuits of either the first 10.1 or second 10.2aspects of the magnetic crash sensor are propagated to the respectivemagnetic sensors 26, 62 at the speed of light, and accordingly is notlimited by the speed with which shock waves propagate through theassociated structural elements, as would be the case for eitheraccelerometer or magnetostrictive sensing technologies. Furthermore, incombination, the first 10.1 and second 10.2 aspects of the magneticcrash sensor provide for detecting and differentiating various types offrontal impacts, including but not limited to, impacts with pedestrians,other vehicles, fixed objects or other objects, so as to further providefor deploying safety measures that are appropriate to the particularsituation, and responsive to the predicted type of impacting object andthe detected severity of the impact. Furthermore, the first 10.1 andsecond 10.2 aspects of the magnetic crash sensor, provide for relativelyfast detection of collisions, differentiation between events requiringthe actuation of a safety restraint actuator 44 from those for which theactuation thereof should be suppressed, and determination of thelocation, extent and energy of the collision from the information of thecollision that can be detected using the signals from the associatedmagnetic sensors 26, 62 responsive to the associated magnetic fields 26,38, 54 of the magnetic crash sensors 10.1, 10.2.

Referring to FIGS. 6 and 7, in accordance with a second embodiment ofthe first aspect of a magnetic crash sensor 10.1′ adapted to sense aside impact crash, at least one coil 14, 72 and an associated at leastone magnetic sensor 74 are operatively associated with a first portion76 of a door 78 of a vehicle 12, and are adapted to cooperate with atleast one conductive element 80 that is operatively associated with, orat least a part of, a proximate second portion 82 of the door 78. Forexample, in the embodiment illustrated in FIGS. 6 and 7, the firstportion 76 of the door 78 comprises an inner panel 84, and the at leastone conductive element 80 comprises first 86 and second 88 conductiveelements at the outer skin 90 and the door beam 92 of the door 78respectively, the outer skin 90 and the door beam 92 constitutingrespective second portions 82 of the door 78. Alternatively, either theouter skin 90 or the door beam 92, if conductive, could serve as theassociated conductive element 80 without requiring separate first 86 orsecond 88 conductive elements that are distinct from the outer skin 90or the door beam 92 respectively.

The at least one coil 14, 72 is electrically conductive and is adaptedfor generating a first magnetic field 94 responsive to a current appliedby a coil driver 96, e.g. responsive to a first oscillatory signalgenerated by an oscillator 98. The magnetic axis 100 of the at least onecoil 14, 72 is oriented towards the second portion 82 of the door78—e.g. towards the outer skin 90 of the door 78, e.g. substantiallyalong the lateral axis of the vehicle for the embodiment illustrated inFIGS. 6 and 7—so that the first magnetic field 94 interacts with theconductive elements 86, 88 operatively associated therewith, therebycausing eddy currents 102 to be generated therein in accordance Lenz'sLaw. The conductive elements 86, 88 each comprise, for example, a thinmetal sheet, film or coating, comprising either a paramagnetic ordiamagnetic material that is relatively highly conductive, e.g. aluminumor copper, and which, for example, could be an integral part of thesecond portion 82 of the door 78. For example, the conductive elements86, 88 could be in the form of relatively thin plates, a film, or acoating that is mounted on, applied to, or integrated with existing orsupplemental structures associated with the door beam 92 and the insidesurface of the outer skin 90 of the door 78 respectively. The frequencyof the oscillator 98 is adapted so that the corresponding oscillatingmagnetic field generated by the at least one coil 14, 72 both providesfor generating the associated eddy currents 102 in the conductiveelements 86, 88, and is magnetically conducted through the ferromagneticelements of the door 78 and proximate structure of the vehicle 12.

The at least one magnetic sensor 74 is located separate from the atleast one coil 14, 72, and is adapted to be responsive to the firstmagnetic field 94 generated by the at least one coil 14, 72 and to beresponsive to a second magnetic field 104 generated by the eddy currents102 in the conductive elements 86, 88 responsive to the first magneticfield 94. For example, the sensitive axis of the at least one magneticsensor 74 is oriented in substantially the same direction as themagnetic axis 100 of the at least one coil 14, 72. The magnetic sensor74 generates a signal responsive to a magnetic field, and can beembodied in a variety of ways, for example, including, but not limitedto, a coil, a Hall-effect sensor, or a giant magnetoresistive (GMR)sensor. The number of magnetic sensors 74 and the spacing andpositioning thereof on the inner panel 84 of the door 78 is dependentupon the vehicle 12, the type of performance required, and associatedcost constraints. Generally, more magnetic sensors 74 would possiblyprovide higher resolution and faster detection speed, but at increasedsystem cost. Increasing either the vertical or fore/aft spacing betweentwo or more magnetic sensors 74 reduces associated coupling with thefirst magnetic field 94, increases coupling with the second magneticfield 104, and provides for a more general or average indication ofelectrically conductive element movement during a crash, potentiallyslowing the ultimate detection response, but increasing immunity tofalse positive crash detections, i.e. immunity to non-crash events. Withonly one coil 14, 72 and one magnetic sensor 74, it may be beneficial toprovide a separation thereof of about ¼ to ⅓ the length of a majordiagonal though the cavity within the door 78.

The at least one magnetic sensor 74 is operatively coupled to arespective signal conditioner/preprocessor circuit 106, which, forexample, provide for preamplification, filtering, synchronousdemodulation, and analog to digital conversion of the associated signalsfrom the at least one magnetic sensor 74, e.g. as described in U.S. Pat.No. 6,777,927, which is incorporated herein by reference. The signalconditioner/preprocessor circuit 106 is operatively coupled to aprocessor 108 which processes the signal therefrom, thereby providingfor discriminating a crash, and controlling an associated safetyrestraint actuator 110—e.g. a side air bag inflator—operatively coupledthereto.

In operation, the magnetic crash sensor 10.1′ provides a measure of therelative motion of either the outer skin 90 or the door beam 92 relativeto the inner panel 84 of the door 78, for example, as caused by acrushing or bending of the door 78 responsive to a side-impact of thevehicle 12. During non-crash conditions, an oscillating magnetic fieldresulting from the combination of the first 94 and second 104 magneticfields would be sensed by the at least one magnetic sensor 74. If anobject impacted the outer skin 90 of the door 78 causing a physicaldeflection thereof, then this oscillating magnetic field would beperturbed at least in part by changes in the second magnetic field 104caused by movement or deformation of the associated first conductiveelement 86 and the associated changes in the associated eddy currents102 therein. If the impact is of sufficient severity, then the door beam92 and the associated second conductive element 88 would also be movedor deformed thereby, causing additional and more substantial changes inthe associated eddy currents 102 in the second conductive element 88 andthe corresponding second magnetic field 104. Generally, the door beam 92and associated second conductive element 88 would either not besignificantly perturbed or would only be perturbed at a reduced rate ofspeed during impacts that are not of sufficient severity to warrantdeployment of the associated safety restraint actuator 110,notwithstanding that there may be substantial associated deformation ofthe outer skin 90 of the door 78. Accordingly, in a magnetic crashsensor 10.1′ incorporating only a single conductive element 80, apreferred location thereof would be that of the second conductiveelement 88 described hereinabove.

In accordance with another embodiment, an accelerometer 112, or anothercrash sensor, could be used in combination with the above-describedmagnetic crash sensor 10.1′ in order to improve reliability by providinga separate confirmation of the occurrence of an associated crash, whichmay be useful in crashes for which there is not a significant deflectionof either the outer skin 90 of the door 78, or of the door beam 92,relatively early in the crash event—for example, as a result of a poleimpact centered on the B-pillar or a broad barrier type impact thatspans across and beyond the door 78—for which the magnetic crash sensor10.1′, if used alone, might otherwise experience a delay in detectingthe crash event. For example, a supplemental accelerometer 112 might belocated at the base of the B-pillar of the vehicle 12. As anotherexample, an additional supplemental accelerometer 112 might be locatedproximate to the safety restraint actuator 110. In a system for whichthe magnetic crash sensor 10.1′ is supplemented with a separate crashsensor, e.g. an accelerometer 112, the safety restraint actuator 110would be deployed either if the magnetic crash sensor 10.1′ detected asignificant and relatively rapid change in the magnetic field incombination with the acceleration exceeding a relatively low threshold,or if the accelerometer 112 detected a significant and relatively rapidchange in acceleration in combination with the magnetic crash sensor10.1′ detecting at least a relatively less significant and relativelyless rapid change in the magnetic field.

It should be understood, that the performance of a coil used for eithergenerating or sensing a magnetic field may sometimes be enhanced by theincorporation of an associated magnetic core of relatively high magneticpermeability. Furthermore, it should be understood that the signalapplied to either the at least one first coil 14, second coil 50 or ofcoil 14, 72 could be a direct current signal so as to create a steadymagnetic field. Alternatively, those coils could be replaced withcorresponding permanent magnets, whereby the associated magnetic crashsensors 10.1, 10.1′ or 10.2 would then be responsive to transients inthe magnetic fields responsive to an associated crash. Furthermore, itshould be understood that the particular oscillatory waveform of thefirst oscillator 30, second oscillator 58 or oscillator 98 is notlimiting, and could be, for example, a sine wave, a square wave, asawtooth wave, or some other waveform; of a single frequency, or ofplural frequencies that are either stepped or continuously varied.

Referring to FIG. 8, a third embodiment of a first aspect of a magneticcrash sensor 10.1″ is incorporated in a vehicle 12 and comprises atleast one first coil 14 operatively associated with a first portion 16of the vehicle 12, and a conductive element 18 either operativelyassociated with, or at least a part of, a proximate second portion 20 ofthe vehicle 12. For example, the third embodiment of a first aspect of amagnetic crash sensor 10.1″ is adapted to sense a frontal crash, whereinthe first portion 16 of the vehicle 12 is illustrated as comprising afront cross beam 22—the at least one first coil 14 being locatedproximate to a central portion thereof, e.g. mounted thereto, —and thesecond portion 20 of the vehicle 12 is illustrated as comprising thefront bumper 24. The at least one first coil 14 is electricallyconductive and is adapted for generating a first magnetic field 26responsive to a current applied by a first coil driver 28, e.g.responsive to a first oscillatory signal generated by a first oscillator30. The magnetic axis 32 of the at least one first coil 14 is orientedtowards the second portion 20 of the vehicle 12—e.g. substantially alongthe longitudinal axis of the vehicle 12 for the embodiment illustratedin FIG. 8—so that the first magnetic field 26 interacts with theconductive element 18 operatively associated therewith, thereby causingeddy currents 34 to be generated therein in accordance with Lenz's Law.The conductive element 18 comprises, for example, a thin metal sheet,film or coating, comprising either a paramagnetic or diamagneticmaterial that is relatively highly conductive, e.g. aluminum or copper,and which, for example, could be an integral part of the second portion20 of the vehicle 12. For example, the conductive element 18 could bespray coated onto the rear surface of the front bumper 24. The frequencyof the first oscillator 30 is adapted so that the correspondingoscillating first magnetic field 26 generated by the at least one firstcoil 14 provides for generating the associated eddy currents 34 in theconductive element 18.

The at least one first coil 14 is operatively coupled to a signalconditioner/preprocessor circuit 114.1 which, for example, provides forpreamplification, filtering, synchronous demodulation and analog todigital conversion of the associated signal from the at least one firstcoil 14. The signal conditioner/preprocessor circuit 114.1 isoperatively coupled to a processor 116 which processes the signalstherefrom, thereby providing for discriminating a crash, and controllingan associated safety restraint actuator 44—e.g. a frontal air baginflator or a seat belt pretensioner—operatively coupled thereto. Moreparticularly, the processor 116 provides for determining a measureresponsive to the self-impedance of the at least one first coil 14responsive to an analysis of the complex magnitude of the signal fromthe at least one first coil 14, for example, in relation to the signalapplied thereto by the associated oscillator 30.

Responsive to a crash with an impacting object 46 (e.g. as illustratedin FIG. 3) of sufficient energy to deform the conductive element 18,changes to the shape or position of the conductive element 18 relativeto the at least one first coil 14 affects the magnetic field affectingthe at least one first coil 14. A resulting signal is preprocessed bythe signal conditioner/preprocessor circuit 114.1, which provides formeasuring the signal across the at least one first coil 14 and providesfor measuring the signal applied thereto by the associated coil driver28. The signal conditioner/preprocessor circuit 114.1—alone, or incombination with the processor 116, provides for decomposing the signalfrom the at least one first coil 14 into real and imaginary components,for example, using the signal applied by the associated coil driver 28as a phase reference.

The decomposition of a signal into corresponding real and imaginarycomponents is well known in the art, and may be accomplished usinganalog circuitry, digital circuitry or by software or a combinationthereof. For example, U.S. Pat. Nos. 4,630,229, 6,005,392 and6,288,536—all of which is incorporated by reference herein in theirentirety—each disclose various systems and methods for calculating inreal-time the real and imaginary components of a signal which can beused for processing the signal from the at least one first coil 14. AMaxwell-Wien bridge, e.g. incorporated in the signalconditioner/preprocessor circuit 114.1, may also be used to determinethe real and imaginary components of a signal, or a phase-locked loopmay be used to determine the relative phase of a signal with respect toa corresponding signal source, which then provides for determining theassociated real and imaginary components. Various techniques known fromthe field eddy current inspection can also be used for processing thesignal from the at least one first coil 14, for example, as disclosed inthe Internet web pages athttp://www.ndt-ed.org/EducationResources/CommunityCollege/EddyCurrents/cc_ec_index.htm,which are incorporated herein by reference. The magnetic sensor 10 canemploy various signal processing methods to improve performance, forexample, multiple frequency, frequency hopping, spread spectrum,amplitude demodulation, phase demodulation, frequency demodulation, etc.

A signal responsive to the self-impedance of the at least one first coil14—e.g. responsive to the real and imaginary components of the signalfrom the one first coil 14—is processed by a crash sensing algorithm inthe processor 116—e.g. by comparison with a threshold or with areference signal or waveform—and if a crash is detected thereby, e.g. acrash of sufficient severity, then the processor 42 provides for eitheractivating the safety restraint actuator 44 responsive thereto, orprovides for activation thereof responsive to a second confirmatorysignal from a second crash sensor.

Referring to FIG. 8, and further to the teachings of U.S. Pat. No.6,587,048, which is incorporated herein by reference, a secondembodiment of a second aspect of a magnetic crash sensor 10.2′incorporated in a vehicle 12 comprises at least one second coil 50operatively associated with a third portion 52 of the vehicle 12,wherein the third portion 52 can be either proximate to the abovedescribed first portion 16, or at another location. For example, thesecond aspect of a magnetic crash sensor 10.2 is also illustrated asbeing adapted to sense a frontal crash, wherein the third portion 52 ofthe vehicle 12 is illustrated as comprising the front cross beam 22, thesecond coil 50 being located proximate to a central portion thereof,e.g. located around the front cross beam 22. The second coil 50 iselectrically conductive and is adapted for generating a third magneticfield 54 responsive to a current applied by a second coil driver 56,e.g. responsive to a second oscillatory signal generated by an secondoscillator 58. For example, the second oscillator 58 could be either thesame as or distinct from the first oscillator 30, and in the lattercase, could operate at a different frequency or could generate eitherthe same type or a different type of waveform as the first oscillator30, e.g. square wave as opposed to sinusoidal. In one embodiment, the atleast one second coil 50 is the same as the above-described at least onefirst coil 14. In another embodiment, the magnetic axis 60 of a separateat least one second coil 50 is oriented substantially along aferromagnetic element of the third portion 52 of the vehicle 12, asillustrated in FIG. 8 so that the third magnetic field 54 is inducedwithin the ferromagnetic element of the third portion 52 of the vehicle12. In yet another embodiment, the at least one second coil 50 is placedrearward relative to the at least one first coil 14. The frequency ofthe second oscillator 58 is adapted so that the correspondingoscillating third magnetic field 54 generated by the at least one secondcoil 50 is magnetically conducted through the structural elements of thevehicle 12, e.g. the forward portion of steel frame of the vehicle 12.

The at least one second coil 50 is operatively coupled to a signalconditioner/preprocessor circuit 114.2 which, for example, provides forpreamplification, filtering, synchronous demodulation and analog todigital conversion of the associated signal from the at least one secondcoil 50. The signal conditioner/preprocessor circuit 114.2 isoperatively coupled to a processor 116 which processes the signalstherefrom, thereby providing for discriminating a crash, and controllingan associated safety restraint actuator 44—e.g. a frontal air baginflator or a seat belt pretensioner—operatively coupled thereto. Moreparticularly, the processor 116 provides for determining a measureresponsive to the self-impedance of the at least one second coil 50responsive to an analysis of the complex magnitude of the signal fromthe at least one second coil 50, for example, in relation to the signalapplied thereto by the associated oscillator 58.

The third magnetic field 54 is conducted through a magnetic circuit 68comprising the above described elements of the frame 64 of the vehicle12, and which may further comprise elements of the body or powertrain,or other associated structural elements, particularly elementscomprising ferromagnetic materials. The responsiveness of the secondaspect of the magnetic crash sensor 10.2′ can be enhanced if theassociated magnetic circuit 68 comprises one or more gaps 70 comprisingnon-magnetic material, the separation thereof which is responsive to acrash to be sensed by the magnetic crash sensor 10.2′, therebymodulating the associated reluctance of the magnetic circuit 68responsive to the crash. For example, the one or more gaps 70 couldcomprise a structural nonferrous material, such as aluminum orstructural plastic of the frame 64 of the vehicle 12, which is adaptedto be either compressed or stretched responsive to the crash, causingthe associated reluctance of the magnetic circuit 68 to either decreaseor increase respectively.

The signal conditioner/preprocessor circuit 114.2 provides for measuringthe signal across the at least one second coil 50 and provides formeasuring the signal applied thereto by the associated coil driver 56.The signal conditioner/preprocessor circuit 114.2—alone, or incombination with the processor 116, provides for decomposing the signalfrom the at least one second coil 50 into real and imaginary components,for example, using the signal applied by the associated oscillator 58 asa phase reference. A signal responsive to the self-impedance of the atleast one second coil 50—e.g. responsive to the real and imaginarycomponents of the signal from the one second coil 50—is processed by acrash sensing algorithm in the processor 116—e.g. by comparison with athreshold or with a reference signal or waveform—and if a crash isdetected thereby, e.g. a crash of sufficient severity, then theprocessor 42 provides for either activating the safety restraintactuator 44 responsive thereto, or provides for activation thereofresponsive to a second confirmatory signal from a second crash sensor.

It should be understood that the third embodiment of a first aspect of amagnetic crash sensor 10.1″ and the second embodiment of a second aspectof a magnetic crash sensor 10.2′ may be used either in combination—asillustrated in FIG. 8, or either of the embodiments may be used alone.

Referring to FIGS. 9 and 10, in accordance with a fourth embodiment ofthe first aspect of a magnetic crash sensor 10.1′″ adapted to sense aside impact crash, at least one coil 14, 72 is operatively associatedwith a first portion 76 of a door 78 of a vehicle 12, and is adapted tocooperate with at least one conductive element 80 that is operativelyassociated with, or at least a part of, a proximate second portion 82 ofthe door 78. For example, in the embodiment illustrated in FIGS. 9 and10, the first portion 76 of the door 78 comprises the inner panel 84,and the at least one conductive element 80 comprises first 86 and second88 conductive elements at the outer skin 90 and the door beam 92 of thedoor 78 respectively, the outer skin 90 and the door beam 92constituting respective second portions 82 of the door 78.Alternatively, either the outer skin 90 or the door beam 92, ifconductive, could serve as the associated conductive element 80 withoutrequiring separate first 86 or second 88 conductive elements that aredistinct from the outer skin 90 or the door beam 92 respectively.

The at least one coil 14, 72 is electrically conductive and is adaptedfor generating a first magnetic field 94 responsive to a current appliedby a coil driver 96, e.g. responsive to a first oscillatory signalgenerated by an oscillator 98. The magnetic axis 100 of the at least onecoil 14, 72 is oriented towards the second portion 82 of the door78—e.g. towards the outer skin 90 of the door 78, e.g. substantiallyalong the lateral axis of the vehicle for the embodiment illustrated inFIGS. 9 and 10—so that the first magnetic field 94 interacts with theconductive elements 86, 88 operatively associated therewith, therebycausing eddy currents 102 to be generated therein in accordance Lenz'sLaw. For example, the at least one coil 14, 72 may comprise a coil ofwire of one or more turns, or at least a substantial portion of a turn,wherein the shape of the coil 14, 72 is not limiting, and may forexample be circular, elliptical, rectangular, polygonal, or anyproduction intent shape. For example, the coil 14, 72 may be wound on abobbin, and, for example, sealed or encapsulated, for example, with aplastic or elastomeric compound adapted to provide for environmentalprotection and structural integrity. The resulting coil assembly mayfurther include a connector integrally assembled, e.g. molded,therewith. Alternatively, the at least one coil 14, 72 may be formed bywire bonding, wherein the associated plastic coating is applied duringthe associated coil winding process.

In one embodiment, the size and shape of the coil 14, 72 are adapted sothat the induced first magnetic field 94 covers the widest portion ofthe door 78. In another embodiment, depending on door 78 structuralresponse, this coverage area can be reduced or shaped to best respond toan intruding metal responsive to a crash. For example, a CAE (ComputerAided Engineering) analysis involving both crash structural dynamicsand/or electromagnetic CAE can be utilized to determine or optimized thesize, shape, thickness—i.e. geometry—of the coil 14, 72 that bothsatisfies associated packaging requirements within the door 78 andprovides sufficient crash detection capability.

For example, in one embodiment, an assembly comprising the at least onecoil 14, 72 is positioned within the door 78 of the vehicle 12 so thatthe magnetic axis 100 of the at least one coil 14, 72 is substantiallyperpendicular to the outer skin 90 of the door 78, wherein the outerskin 90 is used as an associated sensing surface. Alternatively, themounting angle relative to the outer skin 90 may be optimized to accountfor the shape of the associated metal surface and the relative proximityan influence of an associated door beam 92 or other structural elementsrelative to the outer skin 90. The position of the coil 14, 72 may bechosen so that the coil 14, 72 is responsive to structures, structuralelements or body elements that typically intrude relative to an occupantresponsive to a crash, so as to provide for optimizing responsiveness toa measure of crash intrusion for ON crashes, while also providing forsufficient immunity to OFF crashes, for both regulatory and real worldcrash modes. For example, the coil 14, 72 within the door 78 could beadapted to be responsive to the outer skin 90, a conductive element 80,86 operatively associated therewith, a door beam 92, a conductiveelement 80, 88 operatively associated therewith, or an edge wall 118 ofthe door 78, either individually or in combination.

The position, size, thickness of the chosen sensor coil 14, 72 areselected to fit within the mechanical constraints of and within the door78 associated with electrical or mechanical functions such as windowmovement, door 78 locks, etc. For example, in accordance with oneembodiment, the coil 14, 72 is affixed to an inner portion of the door78, for example, through rigid and reliable attachment to an inner panel84 of the door 78 b, so as to reduce or minimize vibration of the coil14, 72 relative to the associated conductive element 80 being sensed(e.g. a metallic outer skin 90 of the door 78). For example, inaccordance with another embodiment, the sensing coil 14, 72 could moldedinto an inner panel 84 of the door 78 during the manufacturing of thedoor 78, and/or the inner panel 84 could be adapted to provide for asnap insert for the sensing coil 14, 72 therein.

For a coil 14, 72 mounted within the door 78, the coil 14, 72position/location may be chosen such that any conductive and/orferromagnetic structural or body elements proximate to the inside sideof the coil 14, 72 are relatively rigidly fixed so as reduceelectromagnetic influences of these elements on the coil 14, 72, therebyemphasizing an influence of a crash intrusion from the exterior side ofthe door 78. Accordingly, it is beneficial for the coil 14, 72 to berelatively rigidly mounted to within the vehicle 12 so that the amountof relative motion between the coil 14, 72 and any nearby conductivematerials is limited when actual metal deformation/intrusion does notoccur, for example, as a result of vibration, particularly forconductive materials within about one coil radius of the coil 14, 72.

The coil 14, 72 would be mounted so as to be responsive to the surfacebeing sensed or monitored. For example, in one embodiment, the coil 14,72 is mounted a distance within about one coil 14, 72 radius (e.g. for acircular coil 14, 72) away from the outer skin 90 or target conductiveelement 80, 86, 88 to be monitored. The coil 14, 72 does not require anyparticular shape, and regardless of the shape, the associated effectivesensing distance can be measured experimentally. The particular distanceof the coil 14, 72 from the element or surface being sensed will dependupon the particular application. Generally, a range of mountingdistances is possible. For example, the coil 14, 72 could be placedrelatively close to the element or surface being sensed provide that thecoil 14, 72 is not damaged during OFF conditions. Alternatively, thecoil 14, 72 could be placed more than one radius away from the elementor surface being sensed in order to reduce mechanical abusesusceptibility, provided that the structure of the door 78 provided forrelatively greater movement of the outer skin 90 during non-crash, abuseevents. Testing has shown that using a bridge circuit in the signalconditioner/preprocessor circuit 114 to improve sensitivity, changes tosignal from coil 14, 72 responsive to the element or surface beingsensed can be detected even when the distance from the coil 14, 72 tothe element or surface being sensed is greater than one radius, howeverelectromagnetic interference may limit the extent to which this extendedrange may be utilized in some situations.

Generally the coil 14, 72 comprises an element or device that operatesin accordance with Maxwell's and Faraday's Laws to generate a firstmagnetic field 94 responsive to the curl of an associated electriccurrent therein, and similarly to respond to a time-varying firstmagnetic field 94 coupled therewith so as to generate a voltage orback-EMF thereacross responsive thereto, responsive to the reluctance ofthe magnetic circuit associated therewith.

The conductive elements 86, 88 each comprise, for example, a thin metalsheet, film or coating, comprising either a paramagnetic or diamagneticmaterial that is relatively highly conductive, e.g. aluminum or copper,and which, for example, could be an integral part of the second portion82 of the door 78. For example, the conductive elements 86, 88 could bein the form of relatively thin plates, a film, a tape (e.g. aluminum orcopper), or a coating that is mounted on, applied to, or integrated withexisting or supplemental structures associated with the door beam 92 andthe inside surface of the outer skin 90 of the door 78 respectively.

The frequency of the oscillator 98 is adapted so that the correspondingoscillating magnetic field generated by the at least one coil 14, 72both provides for generating the associated eddy currents 102 in theconductive elements 86, 88, and is magnetically conducted through theferromagnetic elements of the door 78 and proximate structure of thevehicle 12.

The at least one coil 14, 72 is responsive to both the first magneticfield 94 generated by the at least one coil 14, 72 and a second magneticfield 104 generated by the eddy currents 102 in the conductive elements86, 88 responsive to the first magnetic field 94. The self-impedance ofthe coil 14, 72 is responsive to the characteristics of the associatedmagnetic circuit, e.g. the reluctance thereof and the affects of eddycurrents in associated proximal conductive elements. Accordingly, thecoil 14, 72 acts as a combination of a passive inductive element, atransmitter and a receiver. The passive inductive element exhibitsself-inductance and self resistance, wherein the self-inductance isresponsive to the geometry (coil shape, number of conductors, conductorsize and cross-sectional shape, and number of turns) of the coil 14, 72and the permeability of the associated magnetic circuit to which theassociated magnetic flux is coupled; and the self-resistance of the coilis responsive to the resistivity, length and cross-sectional area of theconductors constituting the coil 14, 72. Acting as a transmitter, thecoil 14, 72 generates and transmits a first magnetic field 94 to itssurroundings, and acting as a receiver, the coil 14, 72 generates avoltage responsive to a time varying second magnetic field 104 generatedby eddy currents in associated conductive elements within thesurroundings, wherein the eddy currents are generated responsive to thetime varying first magnetic field 94 generated and transmitted by thecoil 14, 72 acting as a transmitter. The signal generated by the coil14, 72 responsive to the second magnetic field 104 received by the coil14, 72, in combination with the inherent self-impedance of the coil 14,72, causes a complex current within or voltage across the coil 14, 72responsive to an applied time varying voltage across or current throughthe coil 14, 72, and the ratio of the voltage across to the currentthrough the coil 14, 72 provides an effective self-impedance of the coil14, 72, changes of which are responsive to changes in the associatedmagnetic circuit, for example, resulting from the intrusion ordeformation of proximal magnetic-field-influencing—e.g. metal—elements.

The at least one coil 14, 72 is operatively coupled to a signalconditioner/preprocessor circuit 114, which, for example, provides forpreamplification, filtering, synchronous demodulation, and analog todigital conversion of the associated signal(s) therefrom, e.g. asdescribed in U.S. Pat. Nos. 6,587,048 and 6,777,927, which isincorporated herein by reference. The signal conditioner/preprocessorcircuit 114 is operatively coupled to a processor 116 which processesthe signal therefrom, thereby providing for discriminating a crash, andcontrolling an associated safety restraint actuator 110—e.g. a side airbag inflator—operatively coupled thereto. More particularly, the signalconditioner/preprocessor circuit 114 provides for determining a measureresponsive to the self-impedance of the at least one coil 14, 72responsive to an analysis of the complex magnitude of the signal fromthe at least one coil 14, 72, for example, in relation to the signalapplied thereto by the associated oscillator 98. For example, in oneembodiment, the signal conditioner/preprocessor circuit 114, coil driver96, oscillator 98 and processor 108 are incorporated in an electroniccontrol unit 120 that is connected to the at least one coil 14, 72 withstandard safety product cabling 122, which may include associatedconnectors.

In operation, the magnetic crash sensor 10.1′″ provides a measure of therelative motion of either the outer skin 90 or the door beam 92 relativeto the inner panel 84 of the door 78, for example, as caused by acrushing or bending of the door 78 responsive to a side-impact of thevehicle 12. During non-crash conditions, an oscillating magnetic fieldresulting from the combination of the first 94 and second 104 magneticfields would be sensed by the at least one coil 14, 72. If an objectimpacted the outer skin 90 of the door 78 causing a physical deflectionthereof, then this oscillating magnetic field would be perturbed atleast in part by changes in the second magnetic field 104 caused bymovement or deformation of the associated first conductive element 86and the associated changes in the associated eddy currents 102 therein.If the impact is of sufficient severity, then the door beam 92 and theassociated second conductive element 88 would also be moved or deformedthereby, causing additional and more substantial changes in theassociated eddy currents 102 in the second conductive element 88 and thecorresponding second magnetic field 104. Generally, the door beam 92 andassociated second conductive element 88 would not be perturbed duringimpacts that are not of sufficient severity to warrant deployment of theassociated safety restraint actuator 110, notwithstanding that there maybe substantial associated deformation of the outer skin 90 of the door78. Accordingly, in one embodiment, a magnetic crash sensor 10.1′″ mightincorporate the second conductive element 88, and not the firstconductive element 86.

Responsive to a crash with an impacting object of sufficient energy todeform the at least one conductive element 80, changes to the shape orposition of the at least one conductive element 80 relative to the atleast one coil 14, 72 affect the magnetic field affecting the at leastone coil 14, 72. A resulting signal is preprocessed by the signalconditioner/preprocessor circuit 114, which provides for measuring thesignal across the at least one coil 14, 72 and provides for measuringthe signal applied thereto by the associated coil driver 96. The signalconditioner/preprocessor circuit 114—alone, or in combination withanother processor 116—provides for decomposing the signal from the atleast one coil 14, 72 into real and imaginary components, for example,using the signal applied by the associated coil driver 96 as a phasereference.

Whereas FIGS. 9 and 10 illustrate a magnetic crash sensor 10.1′″ mountedwithin a door 78 adapted to detect the deformation thereof responsive toan associated a side impact crash, it should be understood that themagnetic crash sensor 10.1′″ may be adapted to detect the intrusion,deformation, deflection or displacement of any conductive element 80,e.g. surface, in the vehicle 12 relative to a corresponding relativelyfixed at least one coil 14, 72, for example, for detection of crashesinvolving other panels or either of the bumpers of the vehicle 12.

Referring to FIGS. 11 a and 11 b, a second embodiment of a coil 14.2 inaccordance with the first aspect of the magnetic sensor 10.1 comprises adistributed coil 124 comprising a plurality of coil elements 14 formedwith a printed circuit board 126 comprising a dielectric substrate 128with a plurality of conductive layers 130 on opposing surfaces thereof,wherein each conductive layer 130 is adapted with associated planarconductive patterns 132, e.g. planar spiral conductive patterns 132′,for example, defining the associated coil elements L₁′, L₂′, L₃′ asillustrated. For example, the planar conductive patterns 132 on anassociated dielectric substrate 128 may be formed by subtractivetechnology, for example, chemical or ion etching, or stamping; oradditive techniques, for example, deposition, bonding or lamination.Adjacent coil elements L₁′, L₂′, L₃′ are located on opposite sides ofthe dielectric substrate 128, i.e. in different conductive layers 130,and are interconnected with one another in series by associatedconductive vias 134 extending through the dielectric substrate 128. Thecoil elements 14 may be formed in multiple conductive layers 130, forexample, with multiple associated dielectric substrates 128 if therewere more than two conductive layers 130. Furthermore, the dielectricsubstrate 128 can be either rigid or flexible, the latter providing fora set of coil elements 14 adapted to conform to various surfacegeometries. Notwithstanding the different associated coil elements L₁′,L₂′, L₃′ illustrated in FIG. 11 a each have the same coil pitch sense,i.e. the same spiral winding sense so that each associated coil elementL₁′, L₂′, L₃′ has the same polarity, it should be understood that thedistributed coil 124 could be adapted with different coil elements L₁′,L₂′, L₃′ having different associated coil pitch senses.

Referring to FIG. 12, a third embodiment of a coil 14.3 in accordancewith the first aspect of the magnetic sensor 10.1 comprises adistributed coil 124 comprising a plurality of coil elements 14 formedwith a printed circuit board 126 comprising a dielectric substrate 128with a conductive layer 130 on a surface thereof, wherein the conductivelayer 130 is adapted with associated planar conductive patterns 132defining an associated plurality of plurality of coil elements 14, eachof which comprises substantially one turn with non-overlappingconductors 136, the plurality of which are connected in series.

Alternatively, the distributed coil 124 may comprise a plurality of coilelements 14, each comprising a winding of a conductor 136, e.g. magnetwire, wound so as to form either a planar or non-planar coil, and bondedto the surface of a substrate 138, wherein the associated coil elements14 may be either separated from, or overlapping, one another, and theassociated windings of a particular coil element 14 may be eitheroverlapping or non-overlapping. The different coil elements 14 may beformed from a single contiguous conductor, or a plurality of conductiveelements joined or operative together. The associated distributed coil124 may comprise multiple layers either spanning across different sidesof the substrate 138 or on a same side of the substrate 138. If theconductor 136 so formed were insulated, e.g. as would be magnet wire,then the substrate 138 could comprise substantially any material thatwould provide for the associated generation of the associated magneticfield 140 by the plurality of coil elements 14. Furthermore, thesubstrate 138 could comprise either a rigid material, e.g. a thermosetplastic material, e.g. a glass-epoxy composite material or a phenolicmaterial; or a flexible material, e.g. a plastic or composite membrane.

The distributed coil 124 in accordance with any of the above-describedembodiments may be encapsulated so as to provide for improvedreliability and reduced susceptibility to environmental affects.Furthermore, the distributed coil 124 may be combined with some or allof the associated circuitry, e.g. the oscillator 98 and associatedsignal conditioner/preprocessor circuit 114, or components thereof, inan associated magnetic sensor module, some or all of which may beencapsulated so as to provide for improved reliability and reducedsusceptibility to environmental affects. Alternatively, the distributedcoil 124 and associated signal conditioner/preprocessor circuit 114 maybe packaged separately.

Referring to FIG. 13, in a fourth embodiment of a coil 14.4 inaccordance with the first aspect of the magnetic sensor 10.1, thesubstrate 138 is shaped, e.g. curved, so that different coil elements 14are aligned in different directions 142, so as to provide for differentmagnetic field components 140 being oriented in different directions asnecessary to provide for sensing a particular second portion 20, 82 of avehicle 12.

Referring to FIGS. 14 a, 14 b, 15 a and 15 b one or more differentsecond portions 20, 82 of the vehicle 12 being sensed may be adapted tocooperate at least one of the plurality of coil elements 14. Forexample, referring to FIGS. 14 a, 14 b, in accordance with a fifthembodiment of a coil 14.5 in accordance with the first aspect of themagnetic sensor 10.1, a conductive element 18, 80 is operativelyassociated with, or a part of, at least a second portion 20, 82 of thevehicle 12 being sensed so as to cooperate at least one of the pluralityof coil elements 14, for example coil elements L₁′, L₂′, L₃′, so as toeither provide for or control associated eddy currents 34, 102 in theconductive element 18, 80 responsive to the associated magnetic fieldcomponents 140.1, 140.2 and 140.3 generated by the associated coilelements L₁′, L₂′, L₃′ proximate thereto. The magnetic axes 144 of thecoil elements L₁′, L₂′, L₃′ are oriented so that the associated magneticfield components 140.1, 140.2 and 140.3 interact with the conductiveelement 18, 80 so as to generate associated eddy currents 34, 102therein in accordance with Lenz's Law. The conductive element 18, 80comprises, for example, a thin metal sheet, film or coating, comprising,for example, either a paramagnetic or diamagnetic material that isrelatively highly conductive, e.g. aluminum or copper, and which, forexample, could be an integral part of the associated second portion 20,82 of the vehicle 12. For example, the conductive element 18, 80 couldbe spray coated onto the surface of the associated second portion 20, 82of the vehicle 12. The frequency of the associated at least onetime-varying signal applied to the associated coil elements L₁′, L₂′,L₃′ may be adapted so that the corresponding oscillating magnetic fieldcomponents 140.1, 140.2 and 140.3 generated by the coil elements L₁′,L₂′, L₃′ provide for generating the associated eddy currents 34, 102 inthe conductive element 18, 80. For example, the conductive element 18,80 could be added to a non-metallic portion 146 of the vehicle 12 so asto provide for magnetic visibility thereof by the associated at leastone of the plurality of coil elements 14.

A conductive element 18, 80 could also be added to a ferrous element148, although in order for the affect of the magnetic field component(s)140 to dominate an affect of a magnetic field within the ferrous element148, the associated conductive element 18, 80 would need to be thickenough or conductive enough to prevent the original transmitted magneticfield component(s) 140 from penetrating though to the ferrous element148 on the other side of the conductive element 18, 80, whereby eddycurrents 34, 102 in the conductive element 18, 80 would completelycancel the magnetic field at some depth of penetration into theconductive element 18, 80. For example, for a superconducting conductiveelement 18, 80, there would be no penetration of the magnetic fieldcomponent(s) 140 into the conductive element 18, 80. Although the depthof penetration of the first magnetic field 26, 94 increases as theconductivity of the conductive element 18, 80 decreases, an aluminum orcopper conductive element 18, 80 would not need to be very thick (e.g.2.5 mm or less) in order to substantially achieve this affect. The depthof penetration of magnetic fields into conductive elements 18, 80 isknown from the art using eddy currents for non-destructive testing, forexample, as described in the technical paper eddyc.pdf available fromthe internet at http://joe.buckley.net/papers, which technical paper isincorporated herein by reference. Generally, if the thickness of theconductive element 18, 80 exceeds about three (3) standard depths ofpenetration at the magnetic field frequency, then substantially nomagnetic field will transmit therethrough. Responsive to a crash with animpacting object of sufficient energy to deform or translate theconductive element 18, 80, changes to the shape or position thereofrelative to at least one of the coil elements L₁′, L₂′, L₃′ affects atleast one of the associated magnetic field components 140.1, 140.2 and140.3, which affect is detected by an associated signalconditioner/preprocessor circuit 114 operatively coupled to the coilelements L₁′, L₂′, L₃′ as described hereinabove.

The conductive element 18, 80 may comprise a pattern 150 adapted tocontrol associated eddy currents 34, 102 therein. For example, theconductive element 18, 80 may be adapted by either etching, forming(e.g. which a sheet metal forming tool), coating (e.g. with an E-coatprocess), or machining the pattern 150 in or on a surface thereof so asto control, e.g. limit, the associated eddy currents 34, 102. Theformat, depth, and distribution of the pattern 150 can be optimized toprovide optimal sensing resolution for a given operating frequency. Theconductive element 18, 80 could be designed so that the movement ordeformation thereof is highly visible to at least one of the pluralityof coil elements 14 so as to increase the confidence of a timelyassociated crash or proximity detection. Each portion of the pattern 150extends through at least a portion of the conductive element 18, 80 soas to provide for blocking or impeding eddy currents 34, 102thereacross, so that the associated eddy currents 34, 102 becomeprimarily confined to the contiguous conductive portions 152therebetween or thereunder. For example, the pattern 150 may adapted toa frequency of the associated at least one time-varying signal.

Referring to FIGS. 15 a and 15 b, in accordance with a sixth embodimentof a coil 14.6 in accordance with the first aspect of the magneticsensor 10.1, a conductive portion 154 of at least one of the portions20, 76, 82 of the vehicle 12—for example, an inner surface of a body ofthe vehicle 12—adapted to cooperate with the plurality of coil elements14 comprises a pattern 150 adapted to control associated eddy currents34, 102 therein. The magnetic axes 144 of the coil elements L′ areoriented so that the associated magnetic field components 140 interactwith the conductive portion 154 so as to generate associated eddycurrents 34, 102 therein in accordance with Lenz's Law. The conductiveportion 154 may be adapted, for example, by either etching, forming(e.g. which a sheet metal forming tool), coating (e.g. with an E-coatprocess), or machining a pattern 150 in or on a surface thereof so as tocontrol, e.g. limit, the associated eddy currents 34, 102 therein. Theformat, depth, and distribution of the pattern 150 can be optimized toprovide optimal sensing resolution for a given operating frequency. Forexample, a deterministic pattern 150′, such as the grid-etched patternillustrated in FIG. 15 b may provide for distinguishing the associatedportions 20, 76, 82 of the vehicle 12 responsive to displacement ordeformation thereof. Each portion of the pattern 150 extends through atleast a portion of the conductive portion 154 so as to provide forblocking or impeding eddy currents 34, 102 thereacross, so that theassociated eddy currents 34, 102 become primarily confined to thecontiguous conductive portions 156 therebetween or thereunder. Forexample, the pattern 150 may adapted to a frequency of the associated atleast one time-varying signal.

A conductive element 158 may be adapted to cooperate with at least oneof the plurality of coil elements 14 so as to provide for shaping,controlling or limiting at least one the associated magnetic fieldcomponents 140. For example, referring to FIG. 16, in accordance with aseventh embodiment of a coil 14.7 in accordance with the first aspect ofthe magnetic sensor 10.1, at least one coil 14 is operatively coupled toa first side 160 of a substrate 138, and the conductive element 158comprises a conductive layer 158′, e.g. a conductive film or platespanning a portion of the opposite, second side 162 of the substrate138, for example, as could be embodied with a printed circuit board 126.The conductive element 158 is relatively fixed with respect to the atleast one coil 14 and provides for effectively shielding the at leastone coil 14 proximate thereto from interference from proximate metalobjects on the second side 162 of the substrate 138, so as toeffectively provide for a non-sensing side 164 of the at least one coil14 so shielded. The shielding action of the conductive element 158results from eddy currents 34, 102 that are induced therein by theassociated magnetic field components 140 of the associated at least onecoil 14. The conductive layer 158′ could also be used to provide forshielding the at least one coil 14 from being responsive to localizeddeformations or intrusions of portions 20, 76, 82 of the vehicle 12proximate thereto, for an at least one coil 14 adapted, eitherindividually or in cooperation with another coil or magnetic sensingelement, so as to provide for detecting changes to an associatedmagnetic circuit 68 over a relatively broad associated sensing area,without interference from localized deformations or intrusions, forexample, in cooperation with the second aspect of the magnetic crashsensor 10.2 described hereinabove, or with embodiments disclosed in U.S.Pat. Nos. 6,777,927, 6,587,048, 6,586,926, 6,583,616, 6,631,776,6,433,688, 6,407,660, each of which is incorporated herein by reference.

As another example, referring to FIGS. 17 a and 17 b, in accordance withan eighth embodiment of a coil 14.8 in accordance with the first aspectof the magnetic sensor 10.1, at least a portion of the conductiveelement 158 may be adapted to control or mitigate against eddy currents34, 102 therein. For example, the conductive element 158 may be adapted,for example, by either etching, forming (e.g. with a sheet metal formingtool), or machining a pattern 150 in or on a surface thereof so as tocontrol, e.g. limit, the associated eddy currents 34, 102 therein. Theformat, depth, and distribution of the pattern 150 can be optimized toprovide optimal sensing resolution for a given operating frequency. Eachportion of the pattern 150 extends through at least a portion of theconductive element 158 so as to provide for blocking or impeding eddycurrents 34, 102 thereacross, so that the associated eddy currents 34,102 become primarily confined to the contiguous conductive portions 156therebetween or thereunder. For example, the pattern 150 may adapted toa frequency of the associated at least one time-varying signal.Furthermore, the depth of the pattern 150 may be adapted so that aplurality of contiguous conductive portions 156 are electricallyisolated from one another.

Referring to FIG. 18, in accordance with a third aspect of a magneticsensor 10.3 incorporated in a vehicle 12, at least one first coil 14 islocated at a corresponding first location 166 of a body 168 of thevehicle 12. For example, the first coil 14 could be located around thestriker 170.1 of the door latch assembly 172.1 of the front door 78.1,operatively coupled to the B-pillar 174 of the vehicle 12, or around astriker 170.2 of the door latch assembly 172.2 of the rear door 78.2operatively coupled to the C-pillar 175 of the vehicle 12, or around ahinge 176 of a door 78, e.g. the front door 78.1. The at least one firstcoil 14 may also be located within a gap 178 between a fixed bodystructure and a door 78, e.g. the front door 78.1. Although FIG. 18illustrates this first coil 14 located between the front edge 180 of thefront door 78.1 and an adjacent edge 182 of the A-pillar 184, this firstcoil 14 could be located elsewhere in the gap 178 between either thefront 78.1 or rear 78.2 door and the fixed body structure of the vehicle12.

The at least one first coil 14 is operatively coupled to a correspondingcoil driver 28, 56, 96, which is in turn operatively coupled to anoscillator 30, 58, 98, wherein an oscillatory signal from the oscillator30, 58, 98 is applied by the coil driver 28, 56, 96 so as to cause anassociated current in the first coil 14, responsive to which the firstcoil 14 generates a magnetic field 26, 140 comprising magnetic flux 186in associated first 188.1 and second 188.2 magnetic circuits. Theoscillator 30, 58, 98 generates a oscillating signal, for example,having either a sinusoidal, square wave, triangular or other waveformshape, of a single frequency, or a plurality of frequencies that areeither stepped, continuously swept or simultaneous. The frequency isadapted so that the resulting magnetic field 26, 140 is conductedthrough the first 188.1 and second 188.2 magnetic circuits. For example,the oscillation frequency would typically be less than about 50 KHz fora steel structure, e.g. 10 to 20 KHz in one embodiment. The magneticfield 26, 140 is responsive to the reluctance

of the associated first 188.1 and second 188.2 magnetic circuits, whichis affected by a crash involving the elements thereof and/or the gaps178 therein. The magnetic flux 186 propagates within the associatedmagnetically permeable material of the first 188.1 and second 188.2magnetic circuits. The doors 78.1, 78.2 are isolated from the remainderof the vehicle 12, e.g. the frame, by the gaps 178 therebetween, exceptwhere the hinges 176 and door latch assemblies 172.1, 172.2 providerelatively lower reluctance paths therebetween.

The at least one first coil 14 can each be used alone in a single-portmode to both generate the magnetic flux 186 and to detect a signalresponsive thereto, and may also be used in cooperation with one or moremagnetic sensors 190 in a multi-port mode. For example, one or morefirst coils 14 at corresponding first locations 166 can be used incooperation with a plurality of magnetic sensors 190.1, 190.2 at acorresponding plurality of second locations 192.1, 192.2 of the vehicle12. For example, for a first coil 14 located around the striker 170.1 ofthe door latch assembly 172.1 of the front door 78.1, in one embodiment,the magnetic sensors 190.1, 190.2 comprise a second coil 194 around ahinge 176 of the front door 78.1, and a third coil 196 around a striker170.2 of the door latch assembly 172.2 of the rear door 78.2 and thestriker 170.2 of the door latch assembly 172.2 of the rear door 78.2 isoperatively coupled to the C-pillar 175 of the vehicle 12. The second194 and third 196 coils surround metallic elements of the associatedfirst 188.1 and second 188.2 magnetic circuits, and the magnetic flux186 propagating within the associated magnetically permeable material ofthe first 188.1 and second 188.2 magnetic circuits also flows throughthe second 194 and third 196 coils surrounding the associatedmagnetically permeable material. The second 194 and third 196 coilsgenerate voltage signals responsive to the oscillating magnetic flux186, or component thereof, directed along the axis of the second 194 andthird 196 coils respectively, in accordance with Faraday's law ofmagnetic induction.

In operation in accordance with a single-port mode, a time varyingsignal 198 is generated by a signal source 200, for example, andoscillator or a pulse generator, and applied to the at least one firstcoil 14 by an associated coil driver 202. For example, an oscillatorysignal source 200 would function similar to that described hereinabovefor any of oscillators 30, 58 and 98, and the coil driver 202 wouldfunction similar to that described hereinabove for any of coil drivers28, 56 and 96, depending upon the particular application. The two leadsof the at least one first coil 14 define a port A_(i), which is alsoconnected to an associated signal conditioner/preprocessor circuit 114which processes a signal associated with the at least one first coil 14,the signal being responsive to the time varying signal 198 appliedthereto, and responsive to the self-impedance of the associated at leastone first coil 14. As disclosed more fully hereinbelow, the coil driver202 can be incorporated into the circuitry of the associated signalconditioner/preprocessor circuit 114. The at least one first coil 14generates a magnetic field 26, 140 in and throughout the associatedmagnetic circuit 188.1, 188.2, responsive to the time varying signal 198applied thereto. For example, for an at least one first coil 14 locatedwithin a gap 178 between a fixed body structure and a proximal surfaceof another element of the body provides for detecting a relativemovement between the fixed body structure and the proximal surface,responsive to a crash, for example, responsive to an intrusion of theproximal surface relative to the fixed body structure.

In a two-port mode, one or more associated magnetic sensors 190, 190.1,190.2 at respective second locations 192.1, 192.2 are operativelycoupled at a port B_(j) to a corresponding one or more signalconditioner/preprocessor circuits 40, which provide for generating asignal responsive to the magnetic field 26, 140 at the corresponding oneor more second locations 192.1, 192.2.

The signal conditioner/preprocessor circuit(s) 114, 40 are operativelycoupled to an associated processor 204, and provide for conditioning theassociated signal(s) from the at least one first coil 14 and one or moreassociated magnetic sensors 190, 190.1, 190.2. The signalconditioner/preprocessor circuit(s) 114, 40 demodulate the signal(s)from the associated at least one first coil 14 or one or more associatedmagnetic sensors 190, 190.1, 190.2 with an associated demodulator, andconverts from analog to digital form with an associatedanalog-to-digital converter which is sampled and input to the processor204. The signal conditioner/preprocessor circuit(s) 114, 40 may alsoprovide for amplification. Changes to the magnetic field 26, 140 at aparticular location in the first 188.1 and second 188.2 magneticcircuits propagate therewithin at the speed of light and are seentherethroughout. Accordingly, the magnetic field 26, 140 sensed by theat least one first coil 14, and possibly by one or more associatedmagnetic sensors 190.1, 190.2, contains information about the nature ofthe remainder of the magnetic circuit, including the front 78.1 and rear78.2 doors and the adjacent A-pillar 184, B-pillar 174 and C-pillar 175,any of which could be involved in, or affected by, a crash, responsiveto which the processor 204 provides for detecting the crash andcontrolling a safety restraint actuator 44 responsive thereto. In FIG.18, the ports of the various first coils 14 and magnetic sensors 190illustrated therein are labeled as “A or B” to indicate that thatparticular first coil 14 or magnetic sensor 190 could be connected toeither of ports port A_(i) or B_(j) of the associated signal processingcircuitry, depending upon the particular sensing configuration, providedthat at least one first coil 14 is connected to a corresponding at leastone port A_(i). For example, the system could be configured to operatewith only one or more first coils 14 in a single-port mode, for example,as disclosed herein, or in accordance with U.S. Pat. Nos. 6,587,048,6,583,616 or 6,433,688, each of which is incorporated herein byreference. Alternatively, the system could be configured to also operatewith one or more associated magnetic sensors 190.1, 190.2 in amulti-port mode, for example, in accordance with U.S. Pat. Nos.6,777,927, 6,586,926, 6,631,776 or 6,433,688, each of which isincorporated herein by reference.

Referring to FIG. 19, the fragmentary view 1900 of the A-pillar 184 andfront door 78.1 from FIG. 18 is illustrated in greater detail,illustrating several possible embodiments of the at least one first coil14 in greater detail, two of which comprise a gap coil 206 that issufficiently small to be located within the gap 178 between the A-pillar184 and the front door 78.1. The gap coil 206 of the at least one firstcoil 14 is not necessarily constrained to surround existing magneticpermeable components of the first 188.1 or second 188.2 magneticcircuits, so as to provide for placement of the gap coil 206 inlocations without being adversely constrained by the geometries orfunctions of proximate elements of the vehicle 12. The gap coil 206 iswound around an associated spool 208 which is fastened to the fixedstructure of the vehicle, e.g. the edge 182 of the A-pillar 184 facingthe front edge 180 of the front door 78.1. The gap coil 206 can beoriented to as to optimize the signal-to-noise ratio of the signalgenerated thereby responsive to a crash or other disturbance to bemonitored.

For example, in a ninth embodiment of a coil 14.9, the axis 210 of thegap coil 206 is substantially perpendicular to the edge 182 of theA-pillar 184 and to the front edge 180 of the front door 78.1 when thefront door 78.1 is closed. The coil 14.9 is attached to the A-pillar 184with a fastener 212 through the associated spool 208, e.g. a socket headscrew 212.1 through a counterbore in the spool 208. The magneticpermeability of the fastener 212 can be adapted in accordance with thesensing or field generating requirements of the associated gap coil 206.For example, the fastener 212 associated with the coil 14.9 issubstantially aligned with the axis 210 of the gap coil 206, so that afastener 212 of a material with a relatively high permeability, e.g.carbon steel or electrical steel, will tend to concentrate the magneticflux 186 through the gap coil 206, whereas a fastener 212 of a materialwith a relatively low permeability, e.g. stainless steel, aluminum orbrass, will tend to emulate an air core so that the coil 14.9 has lessof a tendency to perturb the associated first 188.1 or second 188.2magnetic circuit. As another example, in a tenth embodiment of a coil14.10, the axis 210 of the gap coil 206 is substantially parallel to theedge 182 of the A-pillar 184 and to the front edge 180 of the front door78.1, so as to be substantially aligned with the length of theassociated gap 178. The coil 14.10 is shown attached to the A-pillar 184with a fastener 212 through a flange that depends from the associatedspool 208.

FIG. 19 also illustrates an embodiment of the at least one first coil 14around a hinge 176 of the front door 78.1. Referring to FIG. 20, the atleast one first coil 14 can be located at various first 166′, 166″, 166″or second 192.1′, 192.1″, 192.1′″ locations relative to the hinge 176.For example, in one embodiment, the first 166′ or second 192.1′ locationis on around a portion of the hinge plate 176.1 that attaches to thefixed vehicle structure, e.g. the A-pillar 184 or B-pillar 174, at alocation between the A-pillar 184 or B-pillar 174 and the hinge joint176.2. In another embodiment, the first 166″ or second 192.1″ locationis on around a portion of the hinge plate 176.1 that attaches to thefixed vehicle structure, e.g. the A-pillar 184 or B-pillar 174, at alocation where the hinge plate 176.1 is bolted to the A-pillar 184 orB-pillar 174. In yet another embodiment, the first 166′″ or second192.1′″ location is on around a portion of the hinge plate 176.3 thatattaches to the front 78.1 or rear 78.2 door, at a location between thefront edge 180 of the front 78.1 or rear 78.2 door and the hinge joint176.2.

Referring to FIG. 21, a gap coil 206 may be mounted on the B-pillar 174or C-pillar 175 on an outward facing surface 214 in the gap 178 betweenthe outward facing surface 214 and a corresponding proximate inwardfacing surface 216 of the front 78.1 or rear 78.2 door respectively. Inthe embodiment illustrated in FIG. 21, the gap coil 206 is secured tothe outward facing surface 214 with a flat head screw 212.2 through thespool 208 around which the coil is wound. The gap coil 206 illustratedin FIG. 21 is responsive to changes in reluctance of the associatedfirst 188.1 or second 188.2 magnetic circuit responsive to the dooropening state of the associated front 78.1 or rear 78.2 door andaccordingly can be used to generate a signal indicative thereof, e.g. soas to provide for discriminating between a closed door, a partiallylatched door and an open door.

Referring to FIG. 22, a gap coil assembly 218 comprises a gap coil 206wound around a spool 208, both of which are encapsulated in anencapsulant 220, e.g. a silicone potting compound, so as mitigateagainst environmentally induced degradation. The gap coil 206 forexample, is wound of wire, e.g. 10 to 50 gauge enamel coated conductivewire, e.g. copper or aluminum. The spool 208 is, for example, made of arelatively rigid material such as plastic or aluminum.

Referring to FIG. 23, the gap coil assembly 218 can further comprise acore 222 of a material having relatively high magnetic permeability suchas ferrite, mu-metal, or amorphous metal, e.g. METGLAS®.

The gap coil assemblies 218 illustrated in FIGS. 22 and 23 can bemounted, for example, by bonding or clamping. Referring to FIG. 24, thegap coil assembly 218 is mounted with a fastener 212, e.g. a cap screw212.3 and washer 224, through a central mounting hole 226 in the spool208. The material and dimensions of the fastener 212 would be selectedaccording to the particular application. A material having relativelyhigh magnetic permeability such as carbon steel or electrical steelcould be used to concentrate the associated magnetic flux 186 throughthe gap coil 206, whereas a material of relatively low magneticpermeability such as aluminum, brass or stainless steel could be used toemulate an air core, thereby having less influence on the inherent flowof magnetic flux 186 across the associated gap 178 within which the gapcoil assembly 218 is located.

Referring to FIG. 25, the gap coil assembly 218 is mounted with afastener 212, e.g. a socket head screw 212.1, and further incorporates amagnetically permeable core 228 comprising a shouldered sleeve 230 thatis recessed within the central mounting hole 226 in the spool 208. Forexample, the magnetically permeable core 228 can comprise either carbonsteel, electrical steel, mu-metal, ferrite, or amorphous metal, e.g.METGLAS®. The length of the shouldered sleeve 230 can be adjusted inrelation to the associated gap 178 in which the gap coil assembly 218 ismounted depending upon the extent of associated magnetic focusingrequired.

Referring to FIGS. 26 a and 26 b, modeling and test results suggest thateddy currents I_(E) are produced on the surface of steel pins orfasteners 212, strikers 170.1, 170.2, and hinges 176, wherein the eddycurrents I_(E) oscillate longitudinally along the associated steel core232, producing an associated circumferential magnetic field B_(E)surrounding the axes of the associated steel core 232. Referring toFIGS. 27 and 28, a toroidal helical coil 234 provides for generating avoltage signal V responsive to the associated oscillatingcircumferential magnetic field B_(E) in accordance with Faraday's Law,responsive to which an associated current signal I is generated when thetoroidal helical coil 234 is connected to an associated circuit, e.g. asignal conditioner/preprocessor circuit 114. The toroidal helical coil234 comprises a conductive path 236, e.g. a winding of conductive wire236.1, e.g. copper or aluminum wire, around a toroidal core 238.Although the toroidal core 238 is illustrated in FIGS. 27 and 28 ashaving a circular shape (FIG. 27) and a uniform circular cross section(FIG. 28)—i.e. doughnut shaped—, in general the, the toroidal core 238can have any closed shape with any cross-sectional shape, either uniformor not. For example, the toroidal core 238 could have a rectangularcross-section, similar to that of a washer. The toroidal core 238comprises a major axis M and a minor axis m, wherein the conductive path236 makes at least one turn around the minor axis m, and at least oneturn around the major axis M. For example, in the embodiment illustratedin FIG. 27, the conductive path 236 makes a plurality of turns aroundthe minor axis m, and a single turn around the major axis M. The atleast one turn around the minor axis m provides for generating acomponent of the voltage signal V responsive to an oscillatingcircumferential magnetic field B_(E), and the at least one turn aroundthe major axis M provides for generating a component of the voltagesignal V responsive to an oscillating axial magnetic field B_(C), thelatter of which is illustrated in FIGS. 26 a and 26 b. Accordingly, thetoroidal helical coil 234 can be used to sense both axial B_(C) andcircumferential B_(E) magnetic fields. The doughnut-shaped toroidal core238 illustrated in FIGS. 27 and 28 comprises a major radius R, a minorradius r, and an associated outside b and inside a radii and a minordiameter 2 r, and may be constructed of either a ferromagnetic or anon-ferromagnetic material, depending upon the application, i.e. whetheror not it is necessary to concentrate circumferential magnetic fluxwithin the toroidal core 238. For example, referring to FIG. 28, atoroidal helical coil assembly 240 comprises a toroidal helical coil 234encapsulated in an encapsulant 220 about a central mounting hole 226adapted to receive an associated fastener 212, e.g. a cap screw 212.3.The modeling and testing done with a toroidal helical coil 234 suggeststhat the eddy currents I_(E) (and therefore the associatedcircumferential magnetic field B_(E)) are substantially enhanced whenthe steel core 232 associated with the toroidal helical coil 234 iselectrically connected to the front 78.1 or rear 78.2 doors and/or thevehicle frame, whereby an electrical connection to both, e.g. via ahinge 176, is beneficial. Tests have indicated that a stronger signalmay be obtained when using a toroidal helical coil 234 instead of acircular wound gap coil 206 at a location otherwise suitable for a gapcoil assembly 218.

The signal from the signal conditioner/preprocessor circuit 114responsive to the at least one coil 14 may be used to detect changes tothe associated magnetic circuit 188 to which the at least one coil 14 isoperatively associated. Generally, the changes to the associatedmagnetic circuit 188 comprise a combination of effects, including 1)changes to the reluctance

of the magnetic circuit 188 to which the at least one coil 14 ismagnetically coupled, and 2) eddy currents 34, 102 induced in a proximalconductive element 88 responsive to a first magnetic field 26, 94generated by the at least one coil 14, which generate a first magneticfield 26, 94 in opposition to the first magnetic field 26, 94, therebyaffecting the self-induced voltage in the at least one coil 14.

Referring to FIG. 29, a particular coil element L′ is driven by anoscillatory time-varying voltage signal v operatively coupled theretothrough an associated sense resistor R_(S). The oscillatory time-varyingvoltage signal v generates an associated oscillatory current i in theassociated series circuit 242 which generates an associated magneticfield component 140 that interacts with an associated second portion 20,82 of the vehicle 12. If the associated second portion 20, 82 of thevehicle 12 is conductive, then the associated magnetic field component140 interacting therewith will generate associated eddy currents 34, 102therein in accordance with Faraday's Law of induction. The direction ofthe associated eddy currents 34, 102 is such that the resultingassociated eddy-current-induced magnetic field component 38, 104 opposesthe associated magnetic field component 140 generated by the current iin the coil element L′. If the associated second portion 20, 82 of thevehicle 12 is not perfectly conductive, then the eddy currents 34, 102will heat the associated conductive material resulting in an associatedpower loss, which affects the relative phase of the eddy-current-inducedmagnetic field component 38, 104 relative to the phase of theoscillatory time-varying voltage signal v. Furthermore, a ferromagneticassociated second portion 20, 82 of the vehicle 12 interacting with theassociated magnetic field component 140 can affect the self-inductance Lof the associated coil element L′.

Referring to FIGS. 30 and 31, the impedance Z of the coil element L′ isillustrated as a function of the transverse position x of the coilelement L′ relative to a crack 244 extending into in a conductive secondportion 20, 82 of the vehicle 12, for various crack depths d, with thecoil element L′ at a constant distance y from the conductive secondportion 20, 82 of the vehicle 12, wherein the distance y is the lengthof the gap between the coil element L′ and the surface of the conductivesecond portion 20, 82 of the vehicle 12. In FIG. 31, the inductivereactance X_(L) and resistance R_(L) components of impedance Z of thecoil element L′ are plotted in the complex plane as a function oftransverse position x for families of crack depth d, wherein theresistance R_(L) of the coil element L′ is responsive to a component ofthe current i that is in-phase with respect to the associatedtime-varying voltage signal v, and the inductive reactance X_(L) of thecoil element L′ is responsive to a component of the current i that is inquadrature-phase with respect to the associated time-varying voltagesignal v. Relative to the nominal impedance Z₀=(X₀, R₀) of the coilelement L′, corresponding to a negligible perturbation from the crack244, the effective inductive reactance X_(L) of the coil element L′increases, and the effective resistance R_(L) decreases, with increasingcrack depth d and with increasing proximity to the crack 244 (i.e.decreasing transverse (x) distance with respect to the crack 244). Theeddy-current-induced magnetic field component 38, 104 opposing themagnetic field component 140 responsive to the current i therein causesthe nominal decrease in the effective impedance Z of the coil element L′relative to free-space conditions, and the crack 244 disrupts the eddycurrents 34, 102 in the conductive second portion 20, 82 of the vehicle12 causing a resulting increase in effective impedance Z. Similarly, theeffective impedance Z of the coil element L′ is a function of thedistance y from, and the magnetic and conductive properties of, theconductive second portion 20, 82 of the vehicle 12. The at least onecoil 14 provides for substantially generating a corresponding at leastone measure responsive to the impedance Z of each associated coilelement L′, which provides for detecting an associated change in themagnetic condition of the vehicle 12 over or within an associatedsensing region associated with the at least one coil element 14, whichis responsive to changes in the gap distance y to the associatedproximate second portion 20, 82 of the vehicle 12, and responsive tochanges in the magnetic and conductive properties thereof and to changesin the reluctance

of the associated magnetic circuit 188.

The signal conditioner/preprocessor circuit 114 provides for detectingthe impedance Z of at least one coil element 14, or of a combination orcombinations of a plurality of coil elements 14. For example, referringto FIG. 32, a Maxwell-Wien bridge 246 may be used to measure theinductive reactance X_(L) and resistance R_(L) components of impedance Zof a coil element L′ or a combination of coil elements L′.Alternatively, the signal conditioner/preprocessor circuit 114, providesfor measuring at least one signal across a coil element L′ or acombination of the coil elements L′ and provides for measuring thesignal applied thereto by the associated coil driver 202. The signalconditioner/preprocessor circuit 114—alone, or in combination with theprocessor 204, provides for decomposing the signal from the coil elementL′ or a combination of the coil elements L′ into real and imaginarycomponents, for example, using the signal applied by the associated coildriver 202 as a phase reference.

The coil element L′, or a combination of the coil elements L′, is/aremagnetically coupled, either directly or indirectly, to at least aportion of the vehicle 12 susceptible to deformation responsive to acrash, wherein changes thereto (e.g. deformation thereof) responsive toa crash affects the reluctance

of the associated magnetic circuit 68, 188, and/or induces eddy currents34, 102 in an associated proximal conductive element 18, either of whichaffects the current i in the coil element L′, or a combination of thecoil elements L′, detection of which provides for detecting theresulting associated change in the magnetic condition of the vehicle 12associated with the deformation of the associated portion of the vehicle12 responsive to the crash.

Referring to FIG. 33, a coil 14 of a magnetic crash sensor 10.1, 10.1′,10.1″, 10.1′″ or 10.3 is illustrated in proximity to a proximalconductive element 80 located a distance x from the coil 14 and subjectto a crash-responsive movement 248 relative to the coil 14. The coil 14driven with a time-varying current source 250 generates a first magneticfield 26, 94 which induces eddy currents 34, 102 in the conductiveelement 80, which in turn generate a second magnetic field 38, 104. Avoltage signal V is generated across the coil 14 responsive to theself-inductance L and intrinsic resistance R_(L) thereof, and responsiveto induction from the second magnetic field 38, 104. Referring to FIG.34, the phasor value of the resulting complex voltage signal V can bedecomposed into a first signal component 252 given byC₁+C₂·x  (1)which includes a bias component C₁ and a displacement component C₂·xresponsive to static displacement x of the conductive element 80relative to the coil 14; and a second signal component 254 given by:$\begin{matrix}{C_{3} \cdot \frac{\partial x}{\partial t}} & (2)\end{matrix}$which is responsive to the velocity of the conductive element 80relative to the coil 14, wherein the phasor phase values of the first252 and second 254 signal components are referenced with respect to thedrive current signal I_(dr) applied by the time-varying current source250 and are orthogonal with respect to one another in the complex plane.It is hypothesized that the velocity dependent second signal component254 is related to the momentum transferred to the vehicle 12 by theobject or other vehicle in collision therewith, and that thedisplacement component C2·x is related to the energy absorbed by thevehicle 12 during the crash, wherein relatively soft vehicles 12 wouldtend to absorb relatively more energy and would tend to producerelatively more low frequency signals, and relatively stiff vehicles 12would tend to receive relatively more momentum and would tend to producerelatively more high frequency signals. Furthermore, the real component256 of the complex voltage signal V is related to the resistive lossesin the coil 14 or the eddy current losses in the conductive element 80,whereas the imaginary component 258 is related to the self-inductance ofthe coil 14 which is responsive to the permeability of the magneticelements inductively coupled therewith.

Referring to FIG. 35, in accordance with a first aspect of a signalconditioning circuit 294, the coil 14 is in series combination with abalanced pair of sense resistors R_(S1), R_(S2) in a series circuit 242is driven by a coil driver 28, 56, 96 fed with a time varying signal 198from an oscillator 30, 58, 98, wherein a first terminal of a first senseresistor R_(S1) is coupled at a first node 260 of the series circuit 242to a first output terminal 262 of the coil driver 28, 56, 96, a secondterminal of the first sense resistor R_(S1) is coupled at a second node264 of the series circuit 242 both to a first sense terminal 266 of thecoil driver 28, 56, 96 and to a first terminal of the coil 14, a secondterminal of the coil 14 is coupled at a third node 268 of the seriescircuit 242 both to a second sense terminal 270 of the coil driver 28,56, 96 and to a first terminal of a second sense resistor R_(S2), and asecond terminal of the second sense resistor R_(S2) is coupled at afourth node 272 of the series circuit 242 to a second output terminal274 of the coil driver 28, 56, 96. For example, the time varying signal198 is sinusoidal having a frequency between 10 KHz and 100 KHz, and isDC biased with a common mode voltage so a to provide for operation ofthe associated circuitry using a single-ended power supply. The ACsignals of the outputs from the first 262 and second 274 outputterminals of the coil driver 28, 56, 96 are of opposite phase withrespect to one another, and the coil driver 28, 56, 96 is adapted so asto control these output signals so that the peak-to-peak AC voltageV_(L) across the coil 14 sensed across the first 266 and second 270sense terminals of the coil driver 28, 56, 96 is twice the peak-to-peakAC voltage V_(AC) of the oscillator 30, 58, 98. The coil driver 28, 56,96 is further adapted to substantially null any DC current componentthrough the coil 14 so as to prevent a magnetization of the vehicle 12by the first magnetic field 26, 94 generated by the coil 14. The first260, second 264, third 268 and fourth 272 nodes, having correspondingvoltages V₁, V₂, V₃ and V₄ respectively, are coupled to input resistorsR₁, R₂, R₃ and R₄ of a summing and difference amplifier 276 implementedwith an operational amplifier 278, a resistor R₅ from the non-invertinginput 280 thereof to a DC common mode voltage signal V_(CM) and to aground through a capacitor C_(G), thereby providing for an AC ground,and a resistor R₆ between the inverting input 282 and the output 284thereof, wherein input resistors R₁ and R₃ are coupled to thenon-inverting input 280, and input resistors R₂ and R₄ are coupled tothe inverting input 282.

The first 266 and second 270 sense terminals of the coil driver 28, 56,96 are of relatively high impedance, so that the first R_(S1) and secondR_(S2) sense resistors and the coil 14 each carry substantially the samecurrent I from the coil driver 28, 56, 96. The voltage V_(out) at theoutput 284 of summing and difference amplifier 276 is given as:V _(out)=(V ₁ −V ₄)−(V ₂ −V ₃)=I·(R _(S1) +R _(S2))  (3)which is equal to the total voltage drop across the sense resistorsR_(S1), R_(S2), which provides a measure of the current through the coil14. Accordingly, given that the voltage V_(L) across the coil 14 iscontrolled to a value of twice the peak-to-peak AC voltage V_(AC) of theoscillator 30, 58, 98, and is therefore known, the measure of current Ithrough the coil 14—responsive to V_(out)—can be used in combinationwith the known voltage V_(L) across the coil 14, to determine theself-impedance Z of the coil 14. Alternatively, the current I throughthe coil 14 can be demodulated into in-phase I and quadrature-phase Qcomponents phase-relative to the sinusoidal time varying signal 198 ofthe oscillator 30, 58, 98 so as to provide substantially equivalentinformation, wherein the in-phase component I provides a measure of theeffective resistance R of the coil 14, and the quadrature-phasecomponent Q provides a measure of the effective impedance Z of the coil14. In accordance with this latter approach, the output 284 of thesumming and difference amplifier 276 is filtered by a low-pass filter286, converted from analog to digital form by an analog-to-digitalconverter 288, and demodulated into the in-phase I and quadrature-phaseQ components by a demodulator 290 which is phase-referenced to the timevarying signal 198 of the oscillator 30, 58, 98.

The in-phase I and/or quadrature-phase Q component, individually or incombination, is/are then processed by a crash sensing algorithm 292 inthe processor 108, 204 to provide for discriminating or detecting crashevents that are sufficiently severe to warrant the deployment of thesafety restraint actuator 44. For example, in one set of embodiments,the in-phase component I, possibly in combination with thequadrature-phase Q component, is processed to provide for discriminatingor detecting crash events that are sufficiently severe to warrant thedeployment of the safety restraint actuator 44. Alternatively, thein-phase component I, possibly in combination with the quadrature-phaseQ component, may be used to provide a safing signal to prevent theactuation of a safety restraint actuator 44 absent a crash of sufficientseverity to warrant a possible deployment thereof.

Referring to FIG. 36, the self-impedance Z_(L) of a coil 14, L′, or theassociated self-resistance R_(L) or self-inductance L_(L) thereof, maybe determined using a first embodiment of a signal conditioning circuit294.1 wherein a time-varying voltage V_(AC) is applied by an oscillator296 across the series combination of a sense resistor R_(S) and the coil14, L′. The current i_(L) through the series combination, and thereforethrough the coil 14, L′, is given by the ratio of the complex or phasorvoltage V_(R) across sense resistor R_(S), divided by the value R_(S) ofthe sense resistor R_(S), wherein the voltage V_(R) is measured aseither a magnitude and a phase relative to the applied time varyingvoltage V_(AC), or by demodulation into in-phase I and quadrature-phaseQ components relative to the applied time varying voltage V_(AC). Theself-impedance Z_(L) of the coil 14, L′ is then given from Ohms Law asthe ratio of the voltage V_(L) across the coil 14, L′, i.e.V_(L)=V_(AC)−V_(R), divided by the current i_(L) through the coil 14,L′, or: $\begin{matrix}{Z_{L} = {\frac{R_{S} \cdot V_{L}}{V_{B}} = \frac{R_{S} \cdot \left( {V_{AC} - V_{R}} \right)}{V_{B}}}} & (4)\end{matrix}$

Referring to FIG. 37, in accordance with a second embodiment of a signalconditioning circuit 294.2 that provides for generating one or moremeasures responsive to the self-impedance Z_(L) of a coil 14, L′, abalanced time varying voltage V_(AC)′ is applied by an oscillator 298across the series combination of the coil 14, L′ and two sense resistorsR_(S1), R_(S2) in a balanced architecture, wherein the sense resistorsR_(S1), R_(S2) are of substantially equal value, the coil 14, L′ iscoupled between the sense resistors R_(S1), R_(S2), and the remainingterminals of the sense resistors R_(S1), R_(S2) are coupled to first298.1 and second 298.2 terminals of the oscillator 298 which provide forcomplementary output signals V_(A)′ and V_(B)′ respectively, each ofwhich has a substantially zero-mean value and is of substantiallyopposite phase to the other. For example, in one embodiment, the outputsignal V_(A)′ is given by A·sin(ωt) and the output signal V_(B)′ isgiven by −A·sin(ωt), wherein A is the peak amplitude and ω is theassociated radian frequency, so that the time varying voltage V_(AC)′ isgiven by V_(AC)′=V_(A)′−V_(B)′=2·A·sin(ωt). The balanced feed andarchitecture provides for reduced EMI (Electromagnetic Interference)susceptibility and emissions. The self-impedance Z_(L) of the coil 14,L′ is given from Equation (1) by substituting therein V_(AC)′ forV_(AC), and (V_(R1)+V_(R2)) for V_(R), wherein V_(R1) and V_(R2) are themeasured voltages across the respective sense resistors R_(S1), R_(S2).

Referring to FIG. 38, a third embodiment of a signal conditioningcircuit 294.3 that provides for generating one or more measuresresponsive to the self-impedance Z_(L) of a coil 14, L′ is similar tothe second embodiment illustrated in FIG. 37, with the exception of theincorporation of an oscillator 300 adapted to provide for single-endedcomplementary output signals V_(A) and V_(B), so as to provide foroperation with associated single-ended electronic devices, i.e. whereall signals are between 0 and +V_(max) volts. For example, each of theoutput signals V_(A) and V_(B) is biased by a DC common mode voltagesignal V_(CM), so that V_(A)=V_(CM)−A·sin(ωt) andV_(B)=V_(CM)−A·sin(ωt), wherein, in one embodiment for example,V_(CM)=V_(max)/2 and the peak amplitude A is less than or equal toV_(CM). In one embodiment, the oscillator 300 comprises a digital clockgenerator and sine/cosine shaper that generates digital complementarysignals which are converted to analog form with a digital-to-analogconverter to generate the complementary output signals V_(A) and V_(B).

Referring to FIG. 39, in accordance with a fourth embodiment of a signalconditioning circuit 294.4 that provides for generating one or moremeasures responsive to the self-impedance Z_(L) of a coil 14, L′, thevoltage V_(L) across the coil 14, L′ is controlled by using feedbackcontrol of the signals applied to the first 260 and fourth 272 nodes atthe sense resistors R_(S1), R_(S2) in series with the coil 14, L′responsive to feedback signals from the second 264 and third 268 nodesacross the coil 14, L′. More particularly, the first complementaryoutput signal V_(A) is fed through a first input resistor R_(A1) to theinverting input of a first operational amplifier 302, which is alsocoupled through a first feedback resistor R_(A2) to the second node 264where the first sense resistor R_(S1) is coupled to a first terminal ofthe coil 14, L′. Furthermore, the second complementary output signalV_(B) is fed through a second input resistor R_(B1) to the invertinginput of a second operational amplifier 304, which is also coupledthrough a second feedback resistor R_(B2) to the third node 268 wherethe second sense resistor R_(S2) is coupled to the second terminal ofthe coil 14, L′. The output 262 of the first operational amplifier 302is coupled to the first node 260 at the first sense resistor R_(S1), andthe output 274 of the second operational amplifier 304 is coupled to thefourth node 272 at the second sense resistor R_(S2). A first common modevoltage signal V_(CM1) is coupled to the non-inverting input of thefirst operational amplifier 302, and a second common mode voltage signalV_(CM2) is coupled to the non-inverting input of the second operationalamplifier 304.

For ideal first 302 and second 304 operational amplifiers, and for:$\begin{matrix}{\frac{R_{A\quad 2}}{R_{A\quad 1}} = {\frac{R_{B\quad 2}}{R_{B\quad 1}} = \alpha}} & (5) \\{V_{{CM}\quad 1} = {V_{{CM}\quad 2} = V_{CM}}} & (6) \\{{V_{A} = {V_{CM} - {A \cdot {\sin\left( {\omega\quad t} \right)}}}},{and}} & (7) \\{V_{B} = {V_{CM} + {A \cdot {\sin\left( {\omega\quad t} \right)}}}} & (8)\end{matrix}$the voltage V_(L) across the coil 14, L′ is given by:V _(L) =V ₂ −V ₃=α·(V _(B) −V _(A))=2·α·A·sin(ωt)  (8)

Accordingly, the feedback control loop provides for controlling thevalue of the voltage V_(L) across the coil 14, L′, and, for example,setting this to a value higher than would be obtained, for example, withthe third embodiment of the signal conditioning circuit 294.3illustrated in FIG. 38, so as to provide for higher signal levels andcorrespondingly higher associated signal-to-noise ratios. For example,with α=1, the voltage V_(L) across the coil 14, L′ would be V_(B)−V_(A),whereas in the third embodiment of the signal conditioning circuit 294.3illustrated in FIG. 38, this is the value of the voltage applied acrossthe series combination of the sense resistors R_(S1), R_(S2) and thecoil 14, L′. The first 302 and second 304 operational amplifiers controlthe voltage V_(L) across the coil 14, L′, the current i_(L) through thecoil 14, L′ is responsive to the self-impedance Z_(L) of the coil 14,L′, i.e. (i_(L)=V_(L)/Z_(L)), and the voltages at the first 260 andfourth 272 nodes are automatically set by the first 302 and second 304operational amplifiers so as to provide the current necessary to controlthe voltage V_(L) across the coil 14, L′. However, the currents throughthe first R_(S1) and second R_(S2) sense resistors will not correspondexactly to the current i_(L) through the coil 14, L′ because of thecurrents i_(RA2) and i_(RB2) through the first R_(A2) and second R_(B2)feedback resistors, and the corresponding signal from Equation (3) usedto measure the current i_(L) through the coil 14, L′ is given by:$\begin{matrix}{{V_{out} = {{\left( {V_{1} - V_{4}} \right) - \left( {V_{2} - V_{3}} \right)} = {\left( {R_{S\quad 1} + R_{S\quad 2}} \right) \cdot \left( {i_{L} + {\frac{1}{2} \cdot \left( {i_{{RA}\quad 2} - i_{{RB}\quad 2}} \right)}} \right)}}}{{wherein}\text{:}}} & (9) \\{\quad{{i_{{RA}\quad 2} = \frac{V_{2} - V_{CM}}{R_{A\quad 2}}},{and}}} & (10) \\{\quad{i_{{RB}\quad 2} = \frac{V_{3} - V_{CM}}{R_{B\quad 2}}}} & (11)\end{matrix}$

Referring to FIG. 40, in accordance with a fifth embodiment of a signalconditioning circuit 294.5 that provides for generating one or moremeasures responsive to the self-impedance Z_(L) of a coil 14, L′, theaffect of the currents i_(RA2) and i_(RB2) through the first R_(A2) andsecond R_(B2) feedback resistors can be mitigated by using third 306 andfourth 308 operational amplifiers configured as respective bufferamplifiers 306′, 308′ so as to provide for substantially eliminating anyloading by the first R_(A2) and second R_(B2) feedback resistors on thesecond 264 and third 268 nodes, respectively, so that the currentthrough each of the sense resistors R_(S1), R_(S2) is substantially thesame as the current i_(L) through the coil 14, L′. Accordingly, thesignal from Equation (3) used to measure the current i_(L) through thecoil 14, L′ is representative thereof and is given by:V _(out)=(V ₁ −V ₄)−(V ₂ −V ₃)=(R _(S1) +R _(S2))·i _(L)  (12)

The remaining portions of the signal conditioning circuit 294.5 functionthe same as for the fourth embodiment of the signal conditioning circuit294.4 illustrated in FIG. 39, except that the first 302 and second 304operational amplifiers are illustrated as real operational amplifiersrather than ideal operational amplifiers, wherein respective DC biasvoltage sources δ₁ and δ₂ are added to the non-inverting inputs thereof,respectively, to provide for simulating the affects of internal biasesassociated with real operational amplifiers. Accordingly, for theconditions of Equations (5), (7) and (8), the voltage V_(L) across thecoil 14, L′ is given by:V _(L) =V ₂ −V ₃=α·(V _(B) −V _(A))+(1+α)·((V _(CM1) −V_(CM2))+(δ₁−δ₂))  (13)

Under the conditions of Equation (6), this reduces to:V _(L) =V ₂ −V ₃=α·(V _(B) −V _(A))+(1+α)·(δ₁−δ₂)  (14)

Under the conditions of Equations (7) and (8), this reduces to:V _(L) =V ₂ −V ₃=2·A·sin(ωt)+(1+α)·(δ₁−δ₂)  (15)

The AC component of the voltage V_(L) across the coil 14, L′ has a valueof:V _(L) ^(AC)=(V ₂ −V ₃)^(AC)=2·αA·sin(ωt)  (16)which, for α=1, is comparable to that of third embodiment of the signalconditioning circuit 294.3 illustrated in FIG. 38.

Accordingly, the DC bias voltage sources δ₁ and δ₂ cause the voltageV_(L) across the coil 14, L′ to have a DC bias of:(1+α)·(δ₁−δ₂),  (17)which, for α=1 and δ=max(|δ₁|,|δ₂δ), can have a value as great as4δ—because the DC bias voltage sources δ₁ and δ₂ are uncorrelated—whichcauses a corresponding DC bias current in the coil 14, L′, which mightadversely magnetize the vehicle 12.

Referring to FIG. 41, in accordance with a sixth embodiment of a signalconditioning circuit 294.6 that provides for generating one or moremeasures responsive to the self-impedance Z_(L) of a coil 14, L′, thefifth embodiment of the signal conditioning circuit 294.5 illustrated inFIG. 40 is modified with the inclusion of a fifth operational amplifier310 adapted to provide for operating on the voltage V_(L) across thecoil 14, L′, so as to provide for nulling DC biases therein. Moreparticularly, the non-inverting input of the fifth operational amplifier310 is coupled through a third input resistor R₂₂ to the output of thethird operational amplifier 306, and is also coupled through a fourthinput resistor R_(CM1) to the first common mode voltage signal V_(CM1).The inverting input of the fifth operational amplifier 310 is coupledthrough a fifth input resistor R₃₂ to the output of the fourthoperational amplifier 308, and is also coupled through a second feedbackresistor R_(CM2) to the output of the fifth operational amplifier 310and to the non-inverting input of the second operational amplifier 304so as to provide the second common mode voltage signal V_(CM2) thereto.

Letting: $\begin{matrix}{{\frac{R_{{CM}\quad 2}}{R_{32}} = {\frac{R_{{CM}\quad 1}}{R_{22}} = G}},} & (16)\end{matrix}$the second common mode voltage signal V_(CM2) is then given by:V _(CM2) =V _(CM1) +G·(V ₂ −V ₃)+(1+G) ·δ₅,  (17)and the resulting voltage V_(L) across the coil 14, L′ is then given by:$\begin{matrix}{{V_{L} = {{V_{2} - V_{3}} = \frac{{\alpha \cdot \left( {V_{B} - V_{A}} \right)} + {\left( {1 + \alpha} \right) \cdot \left( {\delta_{1} - \delta_{2} - {\left( {1 + G} \right) \cdot \delta_{5}}} \right)}}{1 + {\left( {1 + \alpha} \right) \cdot G}}}},} & (18)\end{matrix}$wherein a prospective DC offset of the fifth operational amplifier 310is represented by a DC bias voltage source δ₅ at the non-inverting inputthereof.

For the first V_(A) and second V_(B) complementary output signals givenby Equations (7) and (8) respectively, the resulting voltage V_(L)across the coil 14, L′ is given by: $\begin{matrix}{V_{L} = {\frac{{2 \cdot \alpha \cdot A \cdot {\sin\left( {\omega\quad t} \right)}} + {\left( {1 + \alpha} \right) \cdot \left( {\delta_{1} - \delta_{2}} \right)}}{1 + {\left( {1 + \alpha} \right) \cdot G}} - {\frac{\left( {1 + \alpha} \right) \cdot \left( {1 + G} \right)}{1 + {\left( {1 + \alpha} \right) \cdot G}} \cdot \delta_{5}}}} & (19)\end{matrix}$

For α=1, the resulting voltage V_(L) across the coil 14, L′ is given by:$\begin{matrix}{V_{L} = {\frac{{2 \cdot A \cdot {\sin\left( {\omega\quad t} \right)}} + {2 \cdot \left( {\delta_{1} - \delta_{2}} \right)} - \delta_{5}}{1 + {2 \cdot G}} - \delta_{5}}} & (20)\end{matrix}$

Accordingly, as the gain G is increased, the magnitude of the firstcomponent of Equation (20)—which includes the entire AC component andthe DC components attributable to the DC bias voltage sources δ₁ andδ₂—decreases. For example, for G=1, the voltage V_(L) across the coil14, L′ is given by:V _(L) =A·sin(ωt)+(δ₁−δ₂)−1.5·δ₅, and  (21)and as the gain G approaches infinity, the voltage V_(L) across the coil14, L′ approaches the value of the DC bias voltage source δ₅ associatedwith the fifth operational amplifier 310:V_(L)=−δ₅.  (22)

Accordingly, with sufficient gain G, the sixth embodiment of the signalconditioning circuit 294.6 illustrated in FIG. 41 provides for reducingthe affect of the DC bias voltage sources δ₁ and δ₂ on the voltage V_(L)across the coil 14, L′, but at the expense of also reducing thatmagnitude of the associated AC signal component.

Referring to FIG. 42, in accordance with a seventh embodiment of asignal conditioning circuit 294.7 that provides for generating one ormore measures responsive to the self-impedance Z_(L) of a coil 14, L′,the affect of the DC bias voltage sources δ₁ and δ₂ on the voltage V_(L)across the coil 14, L′ may be reduced without adversely affecting theassociated AC signal component by modifying the fifth operationalamplifier 310 to act as a low pass filter, for example, by adding afeedback capacitor C_(F1) between the output and the inverting input ofthe fifth operational amplifier 310, across the second feedback resistorR_(CM2), the combination of which forms an low-pass filter circuit 312,which acts to reduce the gain G with increasing frequency. The cutofffrequency of the low-pass filter circuit 312 is set substantially lowerthan the operating frequency of the oscillator 300. For example, in oneembodiment, the cutoff frequency of the low-pass filter circuit 312 isset at least two decades below the operating frequency of the oscillator300. The seventh embodiment of a signal conditioning circuit 294.7further comprises a low-pass filter 314 between the output of the fifthoperational amplifier 310 and the non-inverting input of the secondoperational amplifier 304, for example, comprising a series resistorR_(F2) and a parallel capacitor C_(F2). As illustrated in FIG. 42,filter capacitors C_(F3) and C_(F4) may be respectively added from thenon-inverting and inverting inputs of the fifth operational amplifier310, each to ground, respectively, so as to increase the order of theassociated low-pass filter circuit 312.

The seventh embodiment of the signal conditioning circuit 294.7illustrated in FIG. 42 is unable to compensate for the affect ofprospective respective DC bias voltage sources δ₃ and/or δ₄, if any, ofthe third 306 and/or fourth 308 operational amplifiers, respectively, onthe voltage V_(L) across the coil 14, L′. Referring to FIG. 43, inaccordance with an eighth embodiment of a signal conditioning circuit294.8 that provides for generating one or more measures responsive tothe self-impedance Z_(L) of a coil 14, L′, this limitation, and asimilar limitation in the sixth embodiment of the signal conditioningcircuit 294.6 illustrated in FIG. 41, may be remedied by coupling thenon-inverting input of the fifth operational amplifier 310 through thethird input resistor R₂₂ to the first node 260 of the series circuit242, rather than to the output of the third operational amplifier 306;and by coupling the inverting input of the fifth operational amplifier310 through the fifth input resistor R₃₂ to the fourth node 272 of theseries circuit 242, rather than to the output of the fourth operationalamplifier 308. Accordingly, the fifth operational amplifier 310 andassociated circuitry of the eighth embodiment of a signal conditioningcircuit 294.8 provides for nulling a DC bias of the voltage across thefirst 260 and fourth 272 nodes of the series circuit 242, associatedwith a DC bias of the current i_(L) therethrough. In comparison, theseventh embodiment of the signal conditioning circuit 294.7 acts to nullthe DC bias voltage across the third 264 and fourth 268 nodes of theseries circuit 242. The eighth embodiment of a signal conditioningcircuit 294.8 is effective because even though the voltages across thethird 264 and fourth 268 nodes and the first 260 and fourth 272 nodesare generally different when the current i_(L) is non-zero, both ofthese voltages will equal to zero when the current i_(L) through theseries circuit 242 is equal to zero.

Referring to FIG. 44, in accordance with a ninth embodiment of a signalconditioning circuit 294.9 that provides for generating one or moremeasures responsive to the self-impedance Z_(L) of a coil 14, L′, as analternative to the seventh embodiment of the signal conditioning circuit294.7 illustrated in FIG. 42, the fifth operational amplifier 310 isconfigured as an integrator 316, wherein the non-inverting input of thefifth operational amplifier 310 is coupled through the third inputresistor R₂₂ to the output of the third operational amplifier 306, andis also coupled to ground through a filter capacitor C_(F3). Theinverting input of the fifth operational amplifier 310 is coupledthrough the fifth input resistor R₃₂ to the output of the fourthoperational amplifier 308, and is also coupled through an integratorcapacitor C_(I) to the output of the fifth operational amplifier 310 andthrough an output resistor R_(I) to the non-inverting input of thesecond operational amplifier 304, the latter of which is also coupledthrough a sixth input resistor R_(CM2)′ to the first DC common modevoltage signal V_(CM1). Accordingly, a DC bias in the voltage V_(L)across the coil 14, L′ is integrated by the integrator 316 so as togenerate the second common mode voltage signal V_(CM2) at thenon-inverting input of the second operational amplifier 304 so as toprovide compensation therefore, so as to provide for reducing oreliminating the DC bias in the voltage V_(L) across the coil 14, L′.

Referring to FIG. 45, a tenth embodiment of a signal conditioningcircuit 294.10 that provides for generating one or more measuresresponsive to the self-impedance Z_(L) of a coil 14, L′, is based uponthe embodiment illustrated in FIG. 35 described hereinabove, wherein thecoil driver 28, 56, 96 comprises a circuit based upon the seventhembodiment of a signal conditioning circuit 294.7 illustrated in FIG.42, together with an example of circuitry for generating the outputsignals V_(A) and V_(B) from the associated oscillator 300. For example,the low-pass filter 312 can be as described in accordance with theseventh embodiment of a signal conditioning circuit 294.7.

The tenth embodiment of the signal conditioning circuit 294.10 furtherillustrates an example of a circuit 317 for generating the first commonmode voltage signal V_(CM1). For example, the circuit 317 comprises afirst voltage divider 318 of resistors R₇ and R₈ fed by a supply voltagesource V_(S). The output of the voltage divider 318 is buffered by anassociated sixth operational amplifier 320 configured as an associatedbuffer amplifier 320′. For example, for resistors R₇ and R₈ of equalvalue, the resulting first common mode voltage signal V_(CM1) would behalf the value of the supply voltage source V_(S).

The tenth embodiment of the signal conditioning circuit 294.10 furtherillustrates an example of an embodiment of the associated oscillator300, wherein the output signal V_(A) is generated by a seventhoperational amplifier 322, the non-inverting input of which is coupledto the output of a second voltage divider 324 comprising resistors R₉and R₁₀ fed by the first common mode voltage signal V_(CM1), theinverting input of which is coupled by an input resistor R₁₁ to anoscillator 30, 58, 98, and by a feedback resistor R₁₂ to the output ofthe seventh operational amplifier 322. For resistors R₉ and R₁₀ of equalvalue, and for resistors R₁₁ and R₁₂ of equal value, and for the outputof the oscillator 30, 58, 98 given by A·sin(ωt), then the output signalV_(A) is given by Equation (7).

Furthermore, the output signal V_(B) is generated by an eighthoperational amplifier 326, the non-inverting input of which is coupledto the first common mode voltage signal V_(CM1) through a first inputresistor R₁₃, and to the oscillator 30, 58, 98 through a second inputresistor R₁₄; and the non-inverting input of which is coupled by a aninput resistor R₁₅ to ground, and by a feedback resistor R₁₆ to theoutput of the eighth operational amplifier 326. For resistors R₁₃ andR₁₄ of equal value, and for resistors R₁₅ and R₁₆ of equal value, andfor the output of the oscillator 30, 58, 98 given by A·sin(ωt), then theoutput signal V_(B) is given by Equation (8).

Referring to FIG. 46, an eleventh embodiment of a signal conditioningcircuit 294.11 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′, is substantiallybased upon the tenth embodiment of the signal conditioning circuit294.10 illustrated in FIG. 45, wherein like reference signs correspondto similar elements which function as described hereinabove, and FIG. 45includes supplemental aspects as described hereinbelow. In accordancewith a second embodiment of an oscillator 300′, a sine shaper 328 drivenby a clock 330 generates a digital time series 334 of a sine wave, forexample, with 8-bit digital sample values, which is fed into adigital-to-analog converter 332 which generates a corresponding sampledanalog sine wave waveform, which is in turn filtered by a low-passfilter 336 to remove artifacts of the associated quantization andsampling processes, such as associated harmonics and clocking noiseassociated with the digital-to-analog converter 332. For example, in oneembodiment, the sine shaper is programmable from 15.6 kilohertz to 44.9kilohertz, and the resulting analog sine wave has a 0.8 volt peak-peakmagnitude. The filtered sine wave signal 338 from the low-pass filter336 is fed into an oscillator signal conditioner 340 adapted to generatethe single-ended first V_(A) and second V_(B) complementary outputsignals, for example, as described hereinabove, for example, inaccordance with the circuitry associated with the seventh 322 and eighth324 operational amplifiers and associated circuitry describedhereinabove in association with the tenth embodiment of the signalconditioning circuit 294.10 illustrated in FIG. 45. The first 302 andsecond 304 operational amplifiers provide for a linear driver 342 thatdrives the coil 14, L′ with a sine wave responsive to the first V_(A)and second V_(B) complementary output signals, wherein the associatedgain a thereof given by Equation (5) is programmable responsive to theprocessor 108, 204 by adjustment of the associated input R_(A1), R_(B1)and feedback R_(A2), R_(B2) resistors associated with the first 302 andsecond 304 operational amplifiers. For example, each of the inputR_(A1), R_(B1) and feedback R_(A2), R_(B2) resistors can be adjusted byswitching a corresponding network of resistors interconnected withassociated FET transistors, or using an FET transistor as a variableresistor. For example, in one embodiment, the processor 108, 204 isadapted to adjust the current i_(L) through the coil 14, L′ so as to bewithin the range of 10-50 milliamperes RMS, by adjusting the gain α ofthe linear driver 342, wherein in the eleventh embodiment of the signalconditioning circuit 294.11, the corresponding voltage from the lineardriver 342 is within the range of 0.8 to 64 volts peak-to-peak in 0.8volt steps, responsive to a corresponding range of gain α of 1 to 80volts/volt. The common mode voltage signal V_(CM) is generated by anassociated circuit 317, for example, as illustrated in FIG. 45, which inone embodiment is adjustable responsive to the processor 108, 204, forexample, so as to provide for a common mode voltage signal V_(CM) thatis adjustable between 2.4 and 21 volts in 0.6 volt steps, so as toprevent saturation of the linear driver 342.

As with the embodiments illustrated in FIGS. 39-45, the voltage V_(L)across the coil 14, L′ is controlled by using the first 302 and second304 operational amplifiers to provide for feedback control of thesignals applied to the first 260 and fourth 272 nodes at the senseresistors R_(S1), R_(S2) in series with the coil 14, L′ responsive tofeedback signals from the second 264 and third 268 nodes across the coil14, L′.

Furthermore, a bias control circuit 344 provides for substantiallynulling any DC current bias in the current i_(L) through the coil 14,L′. For example, in accordance with a first aspect of a bias controlcircuit 344.1, for example, as illustrated in FIGS. 41, 42, 44 and 45hereinabove, and in FIGS. 59, 61 and 63 hereinbelow, this is provided bythe circuitry associated with the fifth operational amplifier 310thereof, which provides for using feedback 345.1 responsive to voltagesV₂, V₃ at the second 264 and third 268 nodes of the series circuit 242,i.e., across the coil 14, L′ therewithin, to generate either a) a firstaspect of a control signal 347.1 that is applied to the non-invertinginput of the second operational amplifier 304, which controls thevoltage V₄ at the fourth node 272 of the series circuit 242 so as tosubstantially null the DC current bias in the current i_(L) through thecoil 14, L′; or b) a second aspect of control signals 347.2 that areapplied to the oscillator signal conditioner 340 to the inverting inputsof the first 302 and second 304 operational amplifier 304, in oppositesenses respectively, which controls the voltages V₁, V₄ at the first 260and fourth 272 nodes of the series circuit 242 respectively, so as tosubstantially null the DC current bias in the current i_(L) through thecoil 14, L′. The first aspect of the bias control circuit 344.1 utilizesfeedback 345.1 responsive to a voltage signal across the coil 14 L′within the series circuit 242, and accordingly is also referred toherein as “inner voltage feedback”, which provides for nulling thecurrent i_(L) through the coil 14, L′ by nulling the voltagethereacross.

In accordance with a second aspect of a bias control circuit 344.2, forexample, as illustrated in FIG. 43 hereinabove, and in FIGS. 62 and 63hereinbelow, feedback 345.2 responsive to voltages V₁, V₄ at the first260 and fourth 272 nodes of the series circuit 242, i.e. across theseries circuit 242, is used to generate either a) the first aspect ofthe control signal 347.1 that is applied to the non-inverting input ofthe second operational amplifier 304, which controls the voltage V₄ atthe fourth node 272 of the series circuit 242 so as to substantiallynull the DC current bias in the current i_(L) through the coil 14, L′;or b) the second aspect of control signals 347.2 that are applied to theoscillator signal conditioner 340 to the inverting inputs of the first302 and second 304 operational amplifier 304, in opposite sensesrespectively so as to substantially null the DC current bias in thecurrent i_(L) through the coil 14, L′. The second aspect of the biascontrol circuit 344.2 utilizes feedback 345.2 responsive to a voltagesignal across the series circuit 242, and accordingly is also referredto herein as “outer voltage feedback”, which provides for nulling thecurrent i_(L) through the coil 14, L′ by nulling the voltage across theseries circuit 242.

Yet further, as with the embodiments illustrated in FIGS. 35 and 45, theeleventh embodiment of the signal conditioning circuit 294.11incorporates a sum-and-difference amplifier circuit 346 comprising anoperational amplifier 278 and associated circuitry, which provides forgenerating an output voltage V_(out) responsive to the sum of thevoltage drops across the sense resistor R_(S1), R_(S2), which provides ameasure of the current i_(L) through the coil 14, L′, i.e. a currentmeasure 348. For example, in one embodiment, the sum-and-differenceamplifier circuit 346 is nominally unity gain. The sense resistorR_(S1), R_(S2) are adapted so as to provide for an output voltageV_(out) of about 0.8 volts peak-to-peak under nominal operatingconditions.

In accordance with a third aspect of a bias control circuit 344.3, forexample, as illustrated in FIGS. 54-56, 59 and 61 hereinbelow, feedback345.3 responsive to the voltage V_(out) at the output 284 of summing anddifference amplifier 276, i.e. associated with the current measure 348,is used to generate either a) the first aspect of the control signal347.1 that is applied to the non-inverting input of the secondoperational amplifier 304, which controls the voltage V₄ at the fourthnode 272 of the series circuit 242 so as to substantially null the DCcurrent bias in the current i_(L) through the coil 14, L′; or b) thesecond aspect of control signals 347.2 that are applied to theoscillator signal conditioner 340 to the inverting inputs of the first302 and second 304 operational amplifier 304, in opposite sensesrespectively so as to substantially null the DC current bias in thecurrent i_(L) through the coil 14, L′. The third aspect of the biascontrol circuit 344.3 utilizes feedback 345.3 responsive to the voltageV_(out) associated with the current measure 348 that provides a measureof the current i_(L) through the coil 14, L′, and accordingly is alsoreferred to herein as “current feedback”, which provides for nulling thecurrent i_(L) through the coil 14, L′ by nulling the voltage V_(out)associated with the current measure 348.

The voltage V_(out) providing a measure of the current i_(L) through thecoil 14, L′ is filtered with a band-pass filter 350 and then convertedto digital form with an associated first analog-to-digital converter288′. For example, in one embodiment, the band-pass filter 350 is asecond order two-input fully differential switched capacitor bandpassfilter having a Butterworth approximation, and a programmable centerfrequency that, responsive to the processor 108, 204, is automaticallyset to the same frequency as that of the sine shaper 328 and associatedclock 330. In this embodiment, the band-pass filter 350 has a fixed 6kiloHertz passband and is used to limit the susceptibility toout-of-band energy radiated from other sources.

A ninth operational amplifier 352 configured as a differential amplifierprovides for measuring the actual voltage across the voltage V_(L)across the coil 14, L′, notwithstanding that this is otherwisecontrolled by the circuitry associated with the linear driver 342 andbias control circuit 344 as described hereinabove. More particularly,the second node 264 coupled to a first terminal of the coil 14, L′, at avoltage V₂, is coupled through a first input resistor R₂₃ to thenon-inverting input of the ninth operational amplifier 352, which isalso connected to the DC common mode voltage signal V_(CM) groundthrough a resistor R₂₄. Furthermore, the third node 268 coupled to thesecond terminal of the coil 14, L′, at a voltage V₃, is coupled througha second input resistor R₃₃ to the inverting input of the ninthoperational amplifier 352, which is also connected to the output thereofa feedback resistor R₃₄. Accordingly, the output of the ninthoperational amplifier 352, designated as voltage V_(OUT), is given asfollows:V _(Drive)=γ·(V ₂ −V ₃),  (23)wherein the gain γ is given by: $\begin{matrix}{\gamma = {\frac{R_{24}}{R_{23}} = \frac{R_{34}}{R_{33}}}} & (24)\end{matrix}$

In various embodiments, for example, the gain γ may be programmableresponsive to the processor 108, 204. For example, in one embodiment,the gain γ is programmable over a range of 1 to 80 volts/volt, so thatthe resulting voltage V_(Drive) from the ninth operational amplifier 352is within the range of 0-1 volt peak-to-peak for input to an associatedsecond analog-to-digital converter 354.

Referring to FIGS. 46-47, as an example of one embodiment, the first288′ and second 354 analog-to-digital converters are each embodied withcorresponding first 356.1 and second 356.2 sigma-delta analog-to-digitalconverters, each comprising the combination of a sigma-delta converter358, followed by a low-pass sync filter 360, followed by a decimationfilter 362. Referring to FIGS. 47 and 49, the sigma-delta converter 358is a separately clocked circuit that provides for converting a givensignal level into a corresponding single-bit Pulse Density Modulated(PDM) signal. For a time-varying input signal, the clocking rate of thesigma-delta converter 358 is substantially higher than the correspondingsampling rate of the associated time-varying input signal, so that thetime-varying input signal is effectively over-sampled. For example, inone embodiment, for a time-varying input signal with a sampling ratebetween 10 and 50 kiloHertz, the clock rate of the sigma-delta converter358 is set at 4 megaHertz. In accordance with the embodiment of asigma-delta converter 358 illustrated in FIG. 47, the current value ofthe output Vout_(n) of the sigma-delta converter 358 is subtracted at afirst summing junction 364 from the current value of the input signalVin_(n), and the result is scaled by a gain of ½ and integrated by afirst integrator 366. The current value of the output Vout_(n) of thesigma-delta converter 358 is then subtracted at a second summingjunction 368 from the most recent updated value of the output VINT1_(n+1) of the first integrator 366, and the result is scaled by a gainof ½ and integrated by a second integrator 370. The most recent updatedvalue of the output VINT2 _(n+) ₁ of the second integrator 370 is theninput to a comparator 372, the output, which is the output Vout_(n+1) ofthe sigma-delta converter 358, has a value of zero if the most recentupdated value of the output VINT2 _(n+1) of the second integrator 370 isless than one, and otherwise has a value of one, and which is bufferedby a buffer amplifier 373 and then converted to analog form with aone-bit digital-to-analog converter 374 and then fed back therefrom tothe first 364 and second 368 summing junctions, wherein the comparator372, buffer amplifier 373 and one-bit digital-to-analog converter 374can be combined together in practice. The above-described operation ofthe sigma-delta converter 358 is modeled by the following equations,which provide for converting a signal having a magnitude between zeroand one volt: $\begin{matrix}{{{VINT}\quad 1_{n + 1}} = {{{VINT}\quad 1_{n}} + {\frac{1}{2} \cdot \left( {{Vin}_{n} - {Vout}_{n}} \right)}}} & (25) \\{{{VINT}\quad 2_{n + 1}} = {{{VINT}\quad 2_{n}} + {\frac{1}{2} \cdot \left( {{{VINT}\quad 1_{n + 1}} - {Vout}_{n}} \right)}}} & (26) \\{{Vout}_{n + 1} = \begin{Bmatrix}0 & {{if}\quad\left( {{{VINT}\quad 2_{n + 1}} < 1} \right)} \\1 & {{if}{\quad\quad}\left( {{{VINT}\quad 2_{n + 1}} \geq 1} \right)}\end{Bmatrix}} & (27)\end{matrix}$

Referring to FIGS. 48 a-d, the output Vout_(n) of a sigma-deltaconverter 358 in accordance with Equations (25)-(27) is plotted as afunction of internal clock cycle n for four different corresponding DCinput voltages of 0.10, 0.25, 0.50 and 0.75 volts, respectively. Itshould be understood that output Vout_(n) of a sigma-delta converter 358is binary, with a value of zero or one, and that the ramped portions ofthe plots of FIGS. 48 a-d are artifacts of the plotting process. Theaverage value of each of the one-bit (i.e. binary valued) time seriesillustrated in FIGS. 48 a-d is equal to the value of the correspondingDC input voltage, wherein the pulse density modulation level of eachtime series is equal to the value of the corresponding DC input voltage.

In one embodiment, the sigma-delta converter 358 is implemented with afully differential second-order switched-capacitor architecture, using asampling rate of 4 megahertz, with a usable differential input range of0-1 volt peak-to-peak. In one embodiment, the sigma-delta converter 358is principally used at about one half of full scale in order to avoiddistortion from the one-bit digital-to-analog converter 374 which canoccur for input signals have a magnitude greater than about eightypercent of full scale. Above full scale, the one-bit digital-to-analogconverter 374 would overload, causing a loss of signal integrity. Usingonly half of full scale to avoid distortion, the sigma-delta converter358 would have an effective gain of 0.5, although this can becompensated for in the associated decimation filter 362 which, forexample, in one embodiment, is adapted to utilize a twelve-bit span fora one volt peak-to-peak input signal.

Referring to FIGS. 46 and 49, the output of a first sigma-deltaconverter 358.1 associated with the first sigma-delta analog-to-digitalconverter 356.1 is filtered with a first low-pass sync filter 360.1 andthen decimated with a first decimation filter 362.1, so as to generatethe digital representation—in one embodiment, for example, a twelve-bitrepresentation—of the voltage V_(out). For example, in one embodimentthe first low-pass sync filter 360.1 and the first decimation filter362.1 are embodied in a first decimator 382.1 structured in accordancewith the decimator 382 illustrated in FIG. 49, which comprises aplurality of accumulators 384 followed by a plurality of differentiators386 ganged together in series with a corresponding plurality of summing388 and difference 390 junctions.

The number of bits needed in the accumulators 384 to avoid overflowerrors is defined by:w=K·log₂(N)+b  (28)wherein K is the decimator order (e.g. 3), N is the decimation ratio(e.g. 128), and b is the number of bits entering the decimator (e.g. 1or 8). For example, for K=3, N=128 and b=1, the accumulators 384 are 22bits wide, whereas for b=8, the accumulators 384 would be 29 bits wide.Each of the accumulators 384 is defined by the following equation:Vacc _(n+1) =Vacc _(n) +Vin_(n)  (29)

For example, for an input clock rate of 4 megahertz, the output of thelast accumulator 384 illustrated in FIG. 49 would be sampled at 31.25kilohertz. The output of the last accumulator 384 is then fed into thedifferentiators 386, which have the same number of bits as defined byEquation (28). Each of the differentiators 386 are defined by thefollowing equation:Vdiff_(n+1) =Vin_(n+1) −Vin_(n)  (30)

For example, in one embodiment, the output of the last differentiators386 of the first 382.1 and second 382.2 decimators is truncated totwelve bits. The mixing process associated with the first and secondmixers inherently has a gain of ½ (as a result of an associated ½ cosinefactor), and this is compensated in the decimator 382 so that thetwelve-bit span of the digital output thereof corresponds to a one voltpeak-to-peak signal at the input to the sigma-delta converter 358. Theassociated generic equation of the decimator 382 is given by:f=[(1−z _(−N))/(1−z ⁻¹)]^(K)  (31)

Referring to FIG. 50, the operation of a sigma-delta analog-to-digitalconverter 356 is illustrated by a power spectrum in the frequencydomain, as described in the article “Demystifying Sigma-Delta ADCs”,downloadable from the Internet athttp://www.maxim-ic.com/appnotes.cfm/appnote_number/1870, and which isincorporated herein by reference in its entirety. The oversamplingprocess of the sigma-delta converter 358 increases the signal-to-noiseratio (SNR), and the first 366 and second integrators 370 act as ahighpass filter to the noise 392, and act to reshape the noise 392 asillustrated in FIG. 50. The low pass sync filter 360 in the time domainacts as a notch filter 394 in the frequency domain, which provides forremoving a substantial portion of the noise 392 while preserving thesignal 396.

Referring again to FIG. 46, the output from the first decimation filter362.1 is operatively coupled to first 376.1 and second 376.2demodulators which demodulate the signal therefrom into in-phase (I) andquadrature (Q) phase components of the voltage V_(out) representative ofthe current i_(L) through the coil 14, L′. The first demodulator 376.1uses the digital time series 332 from the sine shaper 328 to demodulatethe in-phase (I) component of the voltage V_(out) down to acorresponding DC level, albeit the pulse density modulated (PDM)equivalent thereof, wherein, for example, in one embodiment, the digitaltime series 332 from the sine shaper 328 is fed into an associated firstmixer 376.1′ of the first demodulator 376.1 as an N-bit stream at thesame over-sampled clock rate (e.g. 4 megahertz) as the signal from thefirst sigma-delta converter 358.1, so as to provide a measurerepresentative of the in-phase (I) component of the current i_(L)through the coil 14, L′. The second demodulator 376.2 uses a digitaltime series 378 from a cosine shaper 380 to demodulate thequadrature-phase (Q) component of the voltage V_(out) down to acorresponding DC level, albeit the pulse density modulated (PDM)equivalent thereof, wherein, for example, in one embodiment, the digitaltime series 378 from the cosine shaper 380 is fed into an associatedsecond mixer 376.2′ of the second demodulator 376.2 as an N-bit streamat the same over-sampled clock rate (e.g. 4 megahertz) as the signalfrom the first sigma-delta converter 358.1 of the quadrature-phase (Q)component of the voltage V_(out), so as to provide a measurerepresentative of the quadrature-phase (Q) component of the currenti_(L) through the coil 14, L′. The cosine shaper 380 is driven insynchronism with the sine shaper 328 by a common signal from the clock330, responsive to the processor 108, 204. For example, in oneembodiment, the N-bit streams from the sine 328 and cosine 380 shapersare eight-bit streams.

The outputs of the first 376.1 and second 376.2 demodulators arerespectively filtered by respective first 398.1 and second 398.2low-pass filters, and are then respectively filtered by respective first400.1 and second 400.2 band-pass filters. For example, in oneembodiment, the first 398.1 and second 398.2 low-pass filters are secondorder digital filters with a programmable type (e.g. Butterworth orChebyshev) and programmable filter coefficients k and gain factors G,the same type and values for each filter 398.1, 398.2; and the first400.1 and second 400.2 band-pass filters are fourth order digitalfilters with a programmable type (e.g. Butterworth or Chebyshev) andprogrammable coefficients, the same type and values for each filter400.1, 400.2. The gain factors G in each filter are adapted to providefor unity gain through each of the filters 398.1, 398.2, 400.1, 400.2.For example, the filter coefficients k and gain factors G are stored ina twelve-bit register in fixed point two's complement number format.

For example, the first 398.1 and second 398.2 low-pass filters are givengenerally by the following transfer function: $\begin{matrix}{{{H(z)} = {G\left\lbrack \frac{1 + {2z^{- 1}} + z^{- 2}}{1 - {k_{1}z^{- 1}} + {k_{2}z^{- 2}}} \right\rbrack}},{and}} & (32)\end{matrix}$the first 400.1 and second 400.2 band-pass filters are given generallyby the following transfer function: $\begin{matrix}{{H(z)} = {G_{1}{G_{2}\left\lbrack \frac{\left( {1 - z^{- 2}} \right)^{2}}{\left( {1 + {k_{1}z^{- 1}} + {k_{2}z^{- 2}}} \right)\left( {1 + {k_{3}z^{- 1}} + {k_{4}z^{- 2}}} \right)} \right\rbrack}}} & (33)\end{matrix}$

In one embodiment, the outputs of the first 400.1 and second 400.2band-pass filters are averaged using a four point averaging process, forexample, using a running average implemented with a moving window, so asto provide resulting in-phase (I) and quadrature (Q) phase components ofthe voltage V_(out) representative of the current i_(L) through the coil14, L′ at an update rate of about 7.8 kilohertz. In the presentembodiment, the low-pass filters 398.1, 398.2 would not be used below300 Hertz because of stability problems due to quantization errors inthe associated gain factors G and filter coefficients k. The resultingin-phase I and quadrature-phase Q data can be used to calculate, withtwelve-bit accuracy, the magnitude of the and phase of the current i_(L)through the coil 14, L′, as follows:Magnitude=√{square root over (I²+Q²)}  (34) $\begin{matrix}{{Phase} = {\arctan\quad\left( \frac{Q}{I} \right)}} & (35)\end{matrix}$wherein the phase is quadrant-corrected so that the resulting phasevalue is between −180° and +180°, with 0° on the positive I axis, 90° onthe positive Q axis.

The output of a second sigma-delta converter 358.2 associated with thesecond sigma-delta analog-to-digital converter 356.2 is filtered with asecond low-pass sync filter 360.2 and then decimated with a seconddecimation filter 362.2, so as to generate the digital representation—inone embodiment, for example, a twelve-bit representation—of the voltageV_(Drive), representative of the voltage V_(L) across the coil 14, L′.For example, in one embodiment the second low-pass sync filter 360.2 andthe second decimation filter 362.2 are embodied in a second decimator382.2, similar to the first decimator 382.1 described hereinabove,except that the output thereof is a ten-bit digital word. The output ofthe second decimator 382.2 is operatively coupled to a seconddemodulator 376.2 which demodulates an over-sampled signal (e.g. at 4megahertz) from the second sigma-delta converter 358.2 into an in-phasecomponent (I) of the voltage V_(Drive) across the coil 14, L′. Thesecond demodulator 376.2 uses the digital time series 332 from the sineshaper 328 to demodulate the in-phase (I) component of the voltageV_(Drive) down to a corresponding DC level, albeit the pulse densitymodulated (PDM) equivalent thereof, wherein, for example, in oneembodiment, the digital time series 332 from the sine shaper 328 is fedinto an associated third mixer 376.3° of the third demodulator 376.3 asan N-bit stream at the same over-sampled clock rate (e.g. 4 megahertz)as the signal from the second sigma-delta converter 358.2. Thedemodulated output from the third mixer 376.3° is then filtered by athird low-pass filter 398.3, which is similar to the first 398.1 andsecond 398.2 low-pass filters described hereinabove.

The various signal conditioning circuits 294 in accordance with a firstaspect illustrated in FIGS. 35-50 provide for determining the compleximpedance of the coil 14, L′ by generating a measure responsive to thecomplex current i_(L) (i.e. in-phase (I) and quadrature-phase (Q)components thereof) therethrough responsive to a known or measuredtime-varying voltage V_(L) thereacross, particularly for an oscillatory,e.g. sinusoidal, voltage V_(L) thereacross.

Referring to FIG. 51, there is illustrated a combination of variousembodiments that provide for various associated additional features thatcan be incorporated, —either singly, in combination, or in varioussubcombinations, —in any of the signal conditioning circuits 294described hereinabove.

In accordance with a first feature, first 402.1 and second 402.2 LCfilters are respectively placed in parallel with the first R_(S1) andsecond R_(S2) sense resistors, respectively, wherein the first LC filter402.1 comprises a first inductor L₁ in parallel with a first capacitorC₁, and the second LC filter 402.2 comprises a second inductor L₂ inparallel with a second capacitor C₂, wherein, for example, the resonantfrequencies of the first 402.1 and second 402.2 LC filters would besubstantially equal to the operating frequency of the associatedoscillator 98. Accordingly, at the normal operating frequency of thesignal conditioning circuit 294, the impedances of the first 402.1 andsecond 402.2 LC filters would be relatively high so as to notsubstantially perturb the operation of the associated signalconditioning circuit 294, whereas at frequencies substantially differentfrom the normal operating frequency of the signal conditioning circuit294, the impedances of the first 402.1 and second 402.2 LC filters wouldbe relatively low so as to substantially attenuate any associatedvoltages across the first R_(S1) and second R_(S2) sense resistors,thereby substantially attenuating a resulting associated voltage V_(out)from the summing and difference amplifier 276 representative of thecurrent i_(L) through the coil 14, L′. Accordingly, the first 402.1 andsecond 402.2 LC filters provide for substantially attenuating theaffects of electromagnetic interference (EMI) on the output of thesignal conditioning circuit 294 at frequencies that are substantiallydifferent from the normal operating frequency thereof.

Referring to FIG. 52, the coil 14, L′ is typically connected to thesignal conditioning circuit 294 with a cable 404, an equivalent circuitmodel 406 of which is illustrated in combination with an equivalentcircuit model 408 of the coil 14, L′, wherein the first 402.1 and second402.2 LC filters can be adapted in cooperation with the cable 404 andcoil 14, L′ so as to provide for substantially maximizing the associatedsignal-to-noise ratio of the signal conditioning circuit 294 whenoperated in the presence of EMI.

Alternatively, the signal conditioning circuit 294 can be operated at aplurality of different frequencies, i.e. by operating the associatedoscillator 30, 58, 98 at a plurality of different frequencies, forexample, which are either sequentially generated, fore example, steppedor chirped, or simultaneously generated and mixed, wherein for at leastthree different frequency components, the associated processor 108, 204can be adapted to provide for generating a corresponding associatedspectrally dependent detected values, wherein an associated votingsystem can then be used to reject spectral component values that aresubstantially different from a majority of other spectral componentvalues, for example, as a result of an electromagnetic interference(EMI) at the corresponding operating spectral frequency component(s) ofthe oscillator 30, 58, 98 of the spectral component that becomesrejected.

Referring again to FIG. 51, in accordance with a second feature, atleast one of first 410.1 and second 410.2 comparators with hysteresisrespectively provided to monitor the voltages across the first R_(S1)and second R_(S2) sense resistors respectively, provides for determiningwhether or not the current path containing the coil 14, L′ is open,wherein the first 410.1 and second 410.2 comparators with hysteresisrespectively provide respective first 412.1 and second 412.2 signalsthat respectively indicate if the voltage across the respective firstR_(S1) and second R_(S2) sense resistor is less than a threshold.

In accordance with a third feature, the sum-and-difference amplifiercircuit 346 is adapted to provide for injecting a self-test signal V_(T)from a balanced signal source 414 therein so as to test the operationthereof, wherein the balanced signal source 414, controlled byassociated switch elements 416, e.g. electronic switches, e.g.controlled by software, is injected through respective first RT1 andsecond RT2 resistors to the to non-inverting 280 and inverting 282inputs, respectively, of the associated operational amplifier 278 of thesum-and-difference amplifier circuit 346, wherein, responsive to theinjection of the predetermined self-test signal V_(T) through theassociated switch element 416, if the resulting change in the voltageV_(out) from the sum-and-difference amplifier circuit 346 differs from apredetermined amount by more than a threshold, then an error signalwould be generated indicative of a malfunction of the associatedsum-and-difference amplifier circuit 346.

Referring to FIG. 53, in accordance with yet another embodiment, theinputs of each analog-to-digital converter 288 are provided withcircuitry that provides for detecting whether the associated analoginput signal is within acceptable limits. For example, the input 418 ofa representative analog-to-digital converter 288, for example, asigma-delta analog-to-digital converter 356, is connected to thenon-inverting input 420.2 of a first comparator 422.1 and to theinverting input 424.1 of a second comparator 422.2. The inverting input420.1 of the first comparator 422.1 is connected to a signalrepresentative of a maximum threshold AC_(MAX), and the non-invertinginput 424.2 of the second comparator 422.2 is connected to a signalrepresentative of a minimum threshold AC_(MIN). The output 420.3 of thefirst comparator 422.1 is connected to a first input 426.1 of atwo-input OR-gate 426, and the output 424.3 of the second comparator422.2 is connected to a second input 426.2 of the OR-gate 426. Theoutput 426.3 of the OR-gate 426 provides a signal 428 indicative ofwhether the input to the associated analog-to-digital converter 288 iseither greater than the maximum threshold AC_(MAX) or less than theminimum threshold AC_(MIN), either of which would result if anassociated peak-to-peak value was greater than an associated threshold.More particularly, if the level of the input 418 of theanalog-to-digital converter 288 is greater than or equal to the maximumthreshold AC_(MAX), then the output 420.3 of the first comparator 422.1will be TRUE, causing the output 426.3 of the OR-gate 426 to be TRUE. Ifthe level of the input 418 of the analog-to-digital converter 288 isless than or equal to the minimum threshold AC_(MIN), then the output424.3 of the second comparator 422.2 will be TRUE, causing the output426.3 of the OR-gate 426 to be TRUE. Otherwise the output 426.3 of theOR-gate 426 will be FALSE. The maximum threshold AC_(MAX) is set so thata level of the input 418 less than this level can be properly convertedto digital form by the analog-to-digital converter 288. For example, fora sigma-delta analog-to-digital converter 356 illustrated in FIGS.47-50, the maximum threshold AC_(MAX) would be set to a value less thanor equal to one volt so as to provide for a digital output that isrepresentative of the analog input. The minimum threshold AC_(MIN), ifused, provides for detecting signals at the input 418 of theanalog-to-digital converter 288 having a value less than the maximumthreshold AC_(MAX) minus the maximum acceptable peak-to-peak level ofthe AC signal at the input 418 of the analog-to-digital converter 288.Accordingly, if the signal 428 at the output 426.3 of the OR-gate 426 isTRUE, then this would indicate that the resulting signal from theanalog-to-digital converter 288 could be corrupted, for example, so asto alert the processor 108, 204 to ignore this signal.

Referring to FIG. 54, a twelfth embodiment of a signal conditioningcircuit 294.12 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′, is substantiallybased upon the embodiment of the signal conditioning circuit 294illustrated in FIG. 35, wherein like reference signs correspond tosimilar elements which function as described hereinabove, and FIG. 54includes supplemental aspects as described hereinbelow. In somecircumstances, external out-of-band electromagnetic interference cancause relatively large magnitude AC signal levels, relative to thein-band signal level, which otherwise are absorbed by the associatedsignal conditioning circuit 294. The twelfth embodiment of the signalconditioning circuit 294.12 is adapted with the third aspect of the biascontrol circuit 344.3 that utilizes feedback 345.3 so as to provide forcontrolling the respective voltages applied to the first 260 and fourth272 nodes of the series circuit 242 so that they both relatively floatwith the out-of-band electromagnetic interference, thereby reducing theassociated energy absorption requirements of the associated signalconditioning circuit 294. More particularly, this is accomplished byfeeding the output, i.e. voltage V_(out), from the summing anddifference amplifier 276 through a low-pass filter 430 and an all-passphase shifter 432, and then using the resulting signal to control thecoil driver 28, 56, 96. The cutoff frequency of the low-pass filter 430is set substantially lower than the operating frequency of theoscillator 300, and sufficiently greater than zero, so as to provide forsubstantially cancelling the affect of the DC bias voltage sources δ₁and δ₂ on the voltage V_(L) across the coil 14, L′, withoutsubstantially affecting, i.e. attenuating, the AC component thereof fromthe oscillator 300. The all-pass phase shifter 432 is adapted to exhibita relatively flat gain response, and is adapted to provide sufficientphase margin so as to prevent the signal conditioning circuit 294.12from oscillating as a result of the associated feedback connection.

Referring to FIG. 55, a thirteenth embodiment of a signal conditioningcircuit 294.13 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′, is substantiallybased upon the tenth and twelfth embodiments of the signal conditioningcircuits 294.10, 294.12 illustrated in FIGS. 45 and 54, wherein, exceptas noted otherwise, like reference signs correspond to similar elementswhich function as described hereinabove, and FIG. 55 includessupplemental aspects as described hereinbelow. In the thirteenthembodiment of a signal conditioning circuit 294.13, the summing anddifference amplifier 276 is adapted to also function as the low-passfilter 430 by incorporating a feedback capacitor C_(F5) between theoutput of the associated operational amplifier 278 and the invertinginput thereof. The output of the operational amplifier 278 isoperatively coupled to a buffer amplifier 434 comprising a tenthoperational amplifier 436, the output of which is then operativelycoupled to the all-phase filter 432. The all-phase filter 432 comprisesan eleventh operational amplifier 438, the non-inverting input of whichis coupled through a capacitor C_(P1) to ground, and through a resistorR_(P1) to the output of the buffer amplifier 434, the latter of which isalso operatively coupled through a resistor R_(P2) to the invertinginput of the eleventh operational amplifier 438, which in turn iscoupled through feedback resistor R_(P3) to the output of the eleventhoperational amplifier 438. Several connections associated with theseventh 322 and eighth 326 operational amplifiers, and the oscillator30, 58, 98 of the tenth embodiment of a signal conditioning circuit294.10 are modified so as to provide for the thirteenth embodiment of asignal conditioning circuit 294.13. More particularly, the non-invertinginputs of the seventh 322 and eighth 326 operational amplifiers are eachcoupled directly to the first DC common mode voltage signal V_(CM1),rather than through the associated resistors R₉ and R₁₃. Furthermore,the output of the eighth operational amplifier 326 is coupled throughthe input resistor R₁₁ to the inverting input of the seventh operationalamplifier 322, and the inverting input of the eighth operationalamplifier 326 is operatively coupled through the second input resistorR₁₄ to the oscillator 30, 58, 98, and through the input resistor R₁₅ tothe output of the eleventh operational amplifier 438, i.e. the output ofthe all-phase filter 432, wherein the oscillator 30, 58, 98 is biased bythe first DC common mode voltage signal V_(CM1) applied to thenon-inverting input of the eighth operational amplifier 326.Accordingly, the eighth operational amplifier 326 is configured as asumming amplifier 440, which provides for summing the biased output ofthe oscillator 30, 58, 98 with the output from the summing anddifference amplifier 276 fed back through the low-pass filter 430 andthe all-phase filter 432. The output signal V_(B) of the summingamplifier 440 is operatively coupled to the second operational amplifier304 so as to provide for driving the fourth node 272 of the seriescircuit 242, and this output signal V_(B) is inverted by the seventhoperational amplifier 322 so as to generate the complementary outputsignal V_(A) that is operatively coupled to the first operationalamplifier 302 so as to provide for driving the first node 260 of theseries circuit 242. Accordingly, the thirteenth embodiment of the signalconditioning circuit 294.13 incorporates the third aspect of a biascontrol circuit 344.3, using associated feedback 345.3 and incorporatinga second aspect of control signals 347.2, that provides for adapting theoutput signals V_(A) and V_(B) responsive to the voltage V_(out), whichis responsive to the current i_(L) through the series circuit 242, so asto substantially cancel DC and out-of-band signal components thereof forfrequencies that are passed by the low-pass filter 430. Although thelow-pass filter 430 is presently implemented in the summing anddifference amplifier 276, it should be understood that this could alsobe implemented separately, for example, using the tenth operationalamplifier 436 configured as a low-pass filter rather than as a bufferamplifier 434 as illustrated in FIG. 55.

Referring to FIG. 56, a fourteenth embodiment of a signal conditioningcircuit 294.14 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ incorporates thesame structure as the twelfth embodiment of the signal conditioningcircuit 294.12 illustrated in FIG. 54, except that the low-pass filter430 of the twelfth embodiment is replaced with a notch filter 442 in thefourteenth embodiment. Referring to FIG. 57, the notch filter 442exhibits a gain response G with a low frequency pass band 444 extendingin frequency f up to a lower corner frequency f₁, a notch 446 centeredabout an associated center frequency f_(c), and a high frequency passband 448 extending in frequency f from an upper corner frequency f₂,wherein the center frequency f_(c) is set substantially equal to theoperating frequency of the oscillator 300. Accordingly, the fourteenthembodiment of the signal conditioning circuit 294.14 is adapted with athird aspect of a bias control circuit 344.3 that utilizes feedback345.3 so as to provide for controlling the respective voltages appliedto the first 260 and fourth 272 nodes of the series circuit 242 so thatthey both relatively float with the out-of-band electromagneticinterference in either the low 444 or high 448 frequency pass bands ofthe notch filter 442, thereby reducing the associated energy absorptionrequirements of the associated signal conditioning circuit 294, whilenulling DC and low frequency current components having frequencies inthe low frequency pass band 444 of the notch filter 442, and alsonulling relatively high frequency current components having frequenciesin the high frequency pass band 448 of the notch filter 442, whileenabling the signal conditioning circuit 294.14 to control the voltageV_(L) across the coil 14, L′ and generate a voltage V_(out) responsiveto the current i_(L) through the series circuit 242 at the operatingfrequency of the oscillator 300.

Examples of various notch filter 442 circuit embodiments are illustratedin FIGS. 58 a-c. Referring to FIG. 58 a, in accordance with a firstembodiment of a notch filter 442.1, the input signal V_(IN) to befiltered is applied to a first terminal of a resistor R_(a) comprising afirst arm of a two-arm bridge circuit 450. The second terminal of theresistor R_(a) is connected at a bridge junction 452 to both the secondarm of the two-arm bridge circuit 450 and to the input of an invertingamplifier 454 which generates the associated filtered output signalV_(OUT), wherein the second arm of the two-arm bridge circuit 450comprises a LC series network 455—comprising capacitor C_(a) andinductor L_(a)—connected to ground. At resonance of the LC seriesnetwork 455, i.e. ω=1/√L_(a)C_(a), the impedance thereof is minimizedresulting in the notch 446 of the notch filter 442.1.

Referring to FIG. 58 b, in accordance with a second embodiment of anotch filter 442.2, the input signal V_(IN) to be filtered is applied toan input resistor Rb which is coupled to the inverting input of anoperational amplifier 456 that generates the associated filtered outputsignal V_(OUT), wherein the output of the operational amplifier 456 isoperatively coupled through a bandpass feedback network 458 to theinverting input of the operational amplifier 456. The bandpass feedbacknetwork 458 comprises an inverting bandpass filter 460 in series with aninverting amplifier 462, wherein the inverting bandpass filter 460comprises a series RC network 464—comprising resistor R_(1b) andcapacitor C_(1b)—operatively coupled to the inverting input of anassociated operational amplifier 466, and a parallel RC network 468—,comprising resistor R_(2b) and capacitor C_(2b)—operatively coupledbetween the inverting input and the output of the operational amplifier466 so as to provide for feedback therethough. Accordingly, theinverting bandpass filter 460 is configured as a practicaldifferentiator circuit as described in “An Applications Guide for OpAmps” by National Semiconductor, Application Note 20, February 1969,which is incorporated herein by reference. The associated centerfrequency f_(c) of the inverting bandpass filter 460 is given as followsby: $\begin{matrix}{f_{c} = {\frac{1}{2\pi\quad R_{1b}C_{1b}} = \frac{1}{2\pi\quad R_{2b}C_{2b}}}} & (36)\end{matrix}$and the lower corner frequency f₁ at a 20 dB gain reduction is given by:$\begin{matrix}{f_{1} = \frac{1}{2\pi\quad R_{2b}C_{1b}}} & (37)\end{matrix}$

Various other embodiments of notch filters 442 are known in the art, forexample, as described by Adel S. Sedra and Kenneth C. Smith inMicroelectronic Circuits, Third Edition, Oxford University Press, 1991,Section 11.6, pages 792-799 which is incorporated herein by reference.For example, referring to FIG. 58 c, a third embodiment of a notchfilter 442.3, from FIG. 11.22(d) of the Sedra/Smith reference,incorporated herein by reference, comprises a first operationalamplifier 470 configured as a buffer amplifier that receives the inputsignal V_(IN), an active filter network 471 comprising an output node472, and a second operational amplifier 473 also configured as a bufferamplifier, the input of which is connected to the output node 472, theoutput of which provides the filtered output signal V_(OUT). The activefilter network 471 comprises a first resistor R_(1c) between the outputnode 472 and the output of a third operational amplifier 474, a secondresistor R_(2c) between the output and the inverting input of the thirdoperational amplifier 474, a third resistor R_(3c) between the invertinginput of the third operational amplifier 474 and an output of a fourthoperational amplifier 475, a first capacitor C_(4c) between the outputof the fourth operational amplifier 475 and the non-inverting input ofthe third operational amplifier 474, a fourth resistor R_(5c) betweenthe non-inverting input of the third operational amplifier 474 and theoutput of the first operational amplifier 470, a fifth resistor R_(6c)between the output node 472 and ground, and a second capacitor C_(6c)between the output of the first operational amplifier 470 and the outputnode 472, wherein the non-inverting input of the fourth operationalamplifier 475 is connected to the output node 472, and the invertinginput of the fourth operational amplifier 475 is connected to theinverting input of the third operational amplifier 474. The transferfunction of the third embodiment of the notch filter 442.3 is given asfollows from Table 11.1 of the Sedra/Smith reference, incorporatedherein by reference, as follows: $\begin{matrix}{{T(s)} = \frac{K \cdot \left\lbrack {S^{2} + \frac{R_{2c}}{C_{4c} \cdot C_{6c} \cdot R_{1c} \cdot R_{3c} \cdot R_{5c}}} \right\rbrack}{S^{2} + \frac{S}{C_{6c} \cdot R_{6c}} + \frac{R_{2c}}{C_{4c} \cdot C_{6c} \cdot R_{1c} \cdot R_{3c} \cdot R_{5c}}}} & (38)\end{matrix}$

Referring to FIGS. 59, 61 and 63, the signal conditioning circuit 294may be adapted to incorporate inner voltage feedback in combination witheither current feedback or outer voltage feedback provided that therespective feedback control systems are adapted to not substantiallyinterfere with one another.

For example, referring to FIG. 59, a fifteenth embodiment of a signalconditioning circuit 294.15 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′incorporates a combination of an inner voltage feedback system344.1—i.e. in accordance with the first aspect of the bias controlcircuit 344.1—of the tenth embodiment of the signal conditioning circuit294.10 illustrated in FIG. 45, and a current feedback system 344.3—i.e.in accordance with the third aspect of the bias control circuit 344.3—ofthe thirteenth embodiment of the signal conditioning circuit 294.13illustrated in FIG. 55, wherein a high-pass notch filter 476 is usedinstead of a low-pass filter 430 in the feedback path of the associatedcurrent feedback loop. More particularly, the output of the operationalamplifier 278 of the summing and difference amplifier 276 is operativelycoupled to a high-pass filter 478, for example, comprising a resistorR_(H) in series with a capacitor C_(H), the output of which isoperatively coupled to a notch filter 442, for example, illustratedusing the second embodiment of the notch filter 442.2 from FIG. 58 b,the output of which is operatively coupled to the buffer amplifier 434and all-pass phase shifter 432 from the thirteenth embodiment of thesignal conditioning circuit 294.13 illustrated in FIG. 55, so as toprovide for the current feedback system 344.3. The associatedsingle-ended complementary output signals V_(A) and V_(B) are generatedby the associated oscillator 300 in accordance with the thirteenthembodiment of the signal conditioning circuit 294.13, and the innervoltage feedback system 344.1 is configured in accordance with the tenthembodiment of the signal conditioning circuit 294.10, both as describedhereinabove.

Referring to FIG. 60, the cutoff frequency f_(L) of the low-pass filtercircuit 312 of the inner voltage feedback system 344.1 is setsufficiently below the lower cutoff frequency f_(H) of the high-passnotch filter 476 of the current feedback system 344.3 so that the innervoltage feedback system 344.1 and the current feedback system 344.3 donot substantially interfere with one another. For example, in oneembodiment, the separation 480 between the cutoff frequency f_(L) of thelow-pass filter circuit 312 and the lower cutoff frequency f_(H) of thehigh-pass notch filter 476 is at least two decades.

Accordingly, for the fifteenth embodiment of the signal conditioningcircuit 294.15 illustrated in FIG. 59, the inner voltage feedback system344.1 provides for nulling DC and relatively lower frequency componentsof the current i_(L) through the coil 14, L′, the current feedbacksystem 344.3 provides for nulling relatively higher frequency componentsof the current i_(L) through the coil 14, L′, and the notch 446 of thehigh-pass notch filter 476 provides for generating the one or moremeasures responsive to a self-impedance Z_(L) of the coil 14, L′ at theoperating frequency of the associated oscillator 300, at which frequencyneither the low-pass filter circuit 312 nor the high-pass notch filter476 have a non-negligible affect on the current i_(L) through the coil14, L′.

Referring to FIG. 61 a sixteenth embodiment of a signal conditioningcircuit 294.16 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of the coil 14, L′ incorporates acombination of an inner voltage feedback system 344.1 and a currentfeedback system 344.3 similar to the fifteenth embodiment of the signalconditioning circuit 294.15 illustrated in FIG. 59 except that thehigh-pass notch filter 476 and the all-pass phase shifter 432 thereofare replaced a the second embodiment of a high-pass notch filter 476′which incorporates the first embodiment of the notch filter 442.1 asillustrated in FIG. 58 a and described hereinabove, the input of whichis operatively coupled to the output of the output of the operationalamplifier 278 of the summing and difference amplifier 276, the output ofwhich is operatively coupled to a high-pass filter 478, for example,comprising a resistor R₁₅ in series with a capacitor C_(H), the outputof which is operatively coupled to the inverting input of the eighthoperational amplifier 326 of the summing amplifier 440 of the oscillator300, which provides the output signal V_(B) that is operatively coupledto the first operational amplifier 302 that drives the first node 260 ofthe series circuit 242, and which is input to the seventh operationalamplifier 322 and inverted thereby so as to provide for thecomplementary output signal V_(A) that is operatively coupled to thesecond operational amplifier 304 that drives the fourth node 272 of theseries circuit 242. Accordingly, for the sixteenth embodiment of thesignal conditioning circuit 294.16 illustrated in FIG. 61, as with thefifteenth embodiment of the signal conditioning circuit 294.15illustrated in FIG. 59, the inner voltage feedback system 344.1 providesfor nulling DC and relatively lower frequency components of the currenti_(L) through the coil 14, L′, the current feedback system 344.3provides for nulling relatively higher frequency components of thecurrent i_(L) through the coil 14, L′, and the notch 446 of thehigh-pass notch filter 476′ provides for generating the one or moremeasures responsive to a self-impedance Z_(L) of the coil 14, L′ at theoperating frequency of the associated oscillator 300, at which frequencyneither the low-pass filter circuit 312 nor the high-pass notch filter476′ have a non-negligible affect on the current i_(L) through the coil14, L′, wherein the low-pass filter circuit 312 and the high-pass notchfilter 476′ are generally characterized by the gain responses Gillustrated in FIG. 60.

Referring to FIG. 62, a seventeenth embodiment of a signal conditioningcircuit 294.17 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ incorporates thesame structure as the eighth embodiment of the signal conditioningcircuit 294.8 illustrated in FIG. 43, except that the low-pass filtercircuit 312 of the eighth embodiment is replaced with a notch filter 442in the seventeenth embodiment, wherein the notch filter 442 isimplemented by a bandpass filter circuit 482 in the feedback path of thefifth operational amplifier 310, i.e. between the output and thenon-inverting input thereof, wherein the notch filter 442 is generallycharacterized by the gain response G illustrated in FIG. 57 with thepass band of the bandpass filter circuit 482 defining the notch 446 ofthe notch filter 442. Accordingly, the seventeenth embodiment of thesignal conditioning circuit 294.17 incorporates an outer voltagefeedback system 344.2—i.e. in accordance with the first aspect of thebias control circuit 344.2—incorporating an associated notch filter 442,the low frequency pass band 444 of which that provides for nulling DCand relatively lower frequency components of the current i_(L) throughthe coil 14, L′, the high frequency pass band 448 of which provides fornulling relatively higher frequency components of the current i_(L)through the coil 14, L′, and the notch 446 of which provides forgenerating the one or more measures responsive to a self-impedance Z_(L)of the coil 14, L′ at the operating frequency of the associatedoscillator 300.

Referring to FIG. 63, an eighteenth embodiment of a signal conditioningcircuit 294.18 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of the coil 14, L′ incorporates acombination of an inner voltage feedback system 344.1—i.e. in accordancewith the first aspect of the bias control circuit 344.1—of the tenthembodiment of the signal conditioning circuit 294.10 illustrated in FIG.45, and an outer voltage feedback system 344.2, for example, generallyin accordance with the seventeenth embodiment of a signal conditioningcircuit 294.17 illustrated in FIG. 62, wherein a high-pass notch filter476 is used instead of a notch filter 442 in the feedback path of theassociated outer voltage feedback loop, and the feedback 345.2 of theouter voltage feedback system 344.2 is applied to the summing amplifier440 associated with the oscillator 300 so as to directly affect bothcomplementary output signals V_(A), V_(B) rather than to thenon-inverting input of the second operational amplifier 304, whichinstead receives the feedback 345.1 of the inner voltage feedback system344.1. More particularly, the first 260 and fourth 272 nodes of the ofthe series circuit 242 are respectively connected to first 482 andsecond 483 inputs of a differential amplifier 484, the output of whichis operatively coupled to the high-pass notch filter 476, the output ofwhich is operatively coupled through the input resistor R₁₅ to theinverting input of the eighth operational amplifier 326 configured as asumming amplifier 440 so as to provide for summing the feedback 345.2 ofthe outer voltage feedback system 344.2 into the output signal V_(B)that is applied to the fourth node 272 of the series circuit 242, andwhich is inverted to form the complementary output signal V_(A) that isapplied to the first node 260 of the series circuit 242. Accordingly,the inner voltage feedback system 344.1 provides for nulling DC andrelatively lower frequency components of the current i_(L) through thecoil 14, L′, the outer voltage feedback system 344.2 provides fornulling relatively higher frequency components of the current i_(L)through the coil 14, L′, and the notch 446 of the high-pass notch filter476 provides for generating the one or more measures responsive to aself-impedance Z_(L) of the coil 14, L′ at the operating frequency ofthe associated oscillator 300, at which frequency neither the low-passfilter circuit 312 nor the high-pass notch filter 476 have anon-negligible affect on the current i_(L) through the coil 14, L′.

It should be understood that any of the above embodiments incorporatinga pair of sense resistors R_(S) may be adapted so that the associatedcurrent measure 348 that provides a measure of the current i_(L) throughthe coil 14, L′ is responsive only to the voltage across one of the twosense resistors R_(S), rather than to both, for example, by replacingthe summing and difference amplifier 276 with a difference amplifierthat generates a signal responsive to the voltage drop across one of thetwo sense resistors R_(S), or across a single sense resistors R_(S) ofthe associated series circuit 242.

Furthermore, referring to FIGS. 64-68, and further to the generalembodiment illustrated in FIG. 36, a signal conditioning circuit 294that provides for generating one or more measures responsive to aself-impedance Z_(L) of a coil 14, L′ may be adapted to do so using asingle oscillatory drive signal as the source of voltage across theassociated series circuit 242, rather than a pair of complementaryoutput signals V_(A), V_(B), that otherwise provides for a balancedcircuit and associated a reduced common mode voltage when used incombination with a pair of sense resistors R_(S). All of the embodimentsillustrated in FIGS. 64-68 are adapted for single-supply operation ofthe associated amplifiers, e.g. operational amplifiers, i.e. using amono-polar rather than a bi-polar power supply. Each of theseembodiments incorporates a monopolar signal generator 600 comprising anoscillator 602 biased by a DC common mode voltage signal V_(CM1)—forexample, having a value of about half the associated DC supplyvoltage—and operatively coupled through a first resistor R₁ to theinverting input of a first operational amplifier 604 configured as asumming amplifier. The output of the first operational amplifier 604 isoperatively coupled through a second resistor R₂ to the inverting inputof the first operational amplifier 604, and the DC common mode voltagesignal V_(cm1) is operatively coupled to the non-inverting input of thefirst operational amplifier 604. Accordingly, if the oscillator 602generates a sinusoidal voltage V_(AC), then if the values of the firstR₁ and second R₂ resistors are equal to one another, the output V_(A) ofthe monopolar signal generator 600 is given by:V _(A) =V _(CM1) −V _(AC)  (39)which will be monopolar if the magnitude of the sinusoidal voltageV_(AC) is less than or equal to the magnitude of the DC common modevoltage signal V_(cm1).

The output V_(A) of the monopolar signal generator 600 is operativelycoupled through a third resistor R₃ to the inverting input of a secondoperational amplifier 606, which is used as a driver 606′ to drive aseries circuit 608 comprising the sense resistor R_(S) between a firstnode 260 and a second node 264, in series with the coil 14, L′ betweenthe second node 264 and a third node 268, i.e. so as to apply a voltageacross the series circuit 608 which causes a current i_(L) therethrough.More particularly, the output of the second operational amplifier 606 isoperatively coupled to a first terminal of the sense resistor R_(S) atthe first node 260 of the series circuit 608, and the second terminal ofthe sense resistor R_(S) at the second node 264 of the series circuit608 is operatively coupled to a buffer amplifier 610′ comprising a thirdoperational amplifier 610, the output of which is operatively coupledthrough a fourth resistor R₄ to the inverting input of the secondoperational amplifier 606. The non-inverting input of the secondoperational amplifier 606 is operatively coupled to the DC common modevoltage signal V_(CM1). Accordingly, the buffer amplifier 610′ appliesthe voltage V₂—of the second node 264 of the series circuit 608—to thefourth resistor R₄ which feeds back to the inverting input of the secondoperational amplifier 606, and which, for equal values of the third R₃and fourth R₄ resistors, controls the voltage V₂ at the second node 264of the series circuit 608 as follows:V ₂ =V _(CM1) +V _(AC)  (40)

The DC common mode voltage signal V_(cm1) is applied as voltage V₃ tothe terminal of the coil 14, L′ at the third node 268 of the seriescircuit 608. Accordingly, the voltage V_(L) across the coil 14, L′,which is between the second 264 and third 268 nodes of the seriescircuit 608, is then given by:V _(L) =V ₂ −V ₃=(V _(CM1) +V _(AC))−V _(CM1) −V _(AC)  (41)Accordingly, the driver 606′ configured with feedback through the bufferamplifier 610′ from the second node 264 of the series circuit 608provides for controlling the voltage V_(L) across the coil 14, L′.

The first 260 and second 264 nodes of the series circuit 608—i.e. acrossthe sense resistor R_(S)—are then operatively coupled to the inputs of afirst differential amplifier 612, the output voltage V_(OUT) of which isresponsive to the voltage drop V_(RS) across the sense resistor R_(S),which provides a measure of current through the coil 14, L′, and whichis also biased by the DC common mode voltage signal V_(CM1) so as toprovide for single-supply operation thereof.

Equation (41) shows that under ideal conditions, the voltage V_(L)across the coil 14, L′ does not exhibit a DC bias, so that under theseconditions, there would be no corresponding DC current component throughthe coil 14, L′. However, as described hereinabove, a real operationalamplifier can exhibit a DC bias, i.e. a non-zero output signal for noinput signal, which can in turn cause a corresponding DC bias current inthe series circuit 608 and coil 14, L′, which if not otherwisecompensated, could possibly be problematic depending upon the magnitudethereof. Accordingly, the embodiments the signal conditioning circuits294.19-294.23 of FIGS. 64-68 illustrate various inner voltage feedbacksystems 344.1, outer voltage feedback systems 344.2, and currentfeedback systems 344.3, alone and in combination with one another, thatmay be used to supplement the above-described circuitry so as to providefor mitigating the affects of biases and noise, if necessary for aparticular application.

Referring to FIG. 64, a nineteenth embodiment of a signal conditioningcircuit 294.19 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ illustrates ageneral structure of an inner voltage feedback system 344.1 utilizing asingle oscillatory drive signal as the source of voltage across theassociated series circuit 242, which is a counterpart to the seventh andtenth embodiments of the signal conditioning circuits 294.7, 294.10illustrated in FIGS. 42 and 45 respectively. More particularly, theinner voltage feedback system 344.1 comprises a second differentialamplifier 614 and a low-pass filter 616, wherein the output of thebuffer amplifier 610′ is operatively coupled to the inverting input ofthe second differential amplifier 614, the DC common mode voltage signalV_(CM1) (or the third node 268 of the series circuit 608) is operativelycoupled to the non-inverting input of the second differential amplifier614, and the output of the second differential amplifier 614 isoperatively coupled to the low-pass filter 616, the output of which isoperatively coupled through a fifth resistor R₅ to the inverting inputof the first operational amplifier 604 in accordance with the secondaspect of a control signal 347.2. Accordingly, the second aspect of thecontrol signal 347.2 is given by the DC and low frequency components of(V₃−V₂), which, similar to the voltage V_(AC), is added to the voltageV_(L) across the coil 14, L′ in accordance with Equation (41) (if thevalues of the first R₁, second R₂ and fifth R₅ resistors are equal) soas to cancel the corresponding DC and low frequency components of(V₂−V₃) that generated the second aspect of the control signal 347.2 inthe first place, so as to control the voltage V_(L) across the coil 14,L′ to be substantially equal to the voltage V_(AC).

Referring to FIG. 65, a twentieth embodiment of a signal conditioningcircuit 294.20 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ illustrates ageneral structure of an outer voltage feedback system 344.2 utilizing asingle oscillatory drive signal as the source of voltage across theassociated series circuit 242, which is a counterpart to the eighth andseventeenth embodiments of the signal conditioning circuits 294.8,294.17 illustrated in FIGS. 43 and 62 respectively. More particularly,the outer voltage feedback system 344.2 comprises a second differentialamplifier 614 and either a low-pass filter 616 or a notch filter 618,wherein the first node 260 of the series circuit 608 is operativelycoupled to the inverting input of the second differential amplifier 614,the DC common mode voltage signal V_(CM1) (or the third node 268 of theseries circuit 608) is operatively coupled to the non-inverting input ofthe second differential amplifier 614, and the output of the seconddifferential amplifier 614 is operatively coupled to the low-pass filter616, or to the notch filter 618, whichever is used, the output of whichis operatively coupled through a fifth resistor R₅ to the invertinginput of the first operational amplifier 604 in accordance with thesecond aspect of a control signal 347.2. Accordingly, the second aspectof a control signal 347.2 is given by either the DC and low frequencycomponents of (V₃−V₁) in the case of a low-pass filter 616, or all butthe notch 446 frequency components of (V₃−V₁) in the case of a notchfilter 618, which provides for canceling the corresponding DC and otherfrequency components (depending upon whether a low-pass filter 616 or anotch filter 618 is used) of (V₁−V₃) that generated the second aspect ofa control signal 347.2 in the first place, so as to control the voltageV_(L) across the coil 14, L′ to be substantially equal to the voltageV_(AC).

Referring to FIG. 66, a twenty-first embodiment of a signal conditioningcircuit 294.21 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ illustrates ageneral structure of a current feedback system 344.3 utilizing a singleoscillatory drive signal as the source of voltage across the associatedseries circuit 242, which is a counterpart to the twelfth throughfourteenth embodiments of the signal conditioning circuits 294.12-294.14illustrated in FIGS. 54-56 respectively. More particularly, the currentfeedback system 344.3 comprises either a low-pass filter 616 or a notchfilter 618, wherein the input polarities of the first differentialamplifier 612 are reversed relative to the nineteenth and twentiethembodiments of the signal conditioning circuit 294.19, 294.20—i.e. withthe inverting input thereof operatively coupled to the first node 260 ofthe series circuit 608, and the inverting input thereof operativelycoupled to the output of the buffer amplifier 610′—so that the outputvoltage V_(OUT) thereof is responsive to (V₂−V₁=−V_(RS)), and the outputof the first differential amplifier 612 is operatively coupled to thelow-pass filter 616, or to the notch filter 618, whichever is used, theoutput of which is operatively coupled through a fifth resistor R₅ tothe inverting input of the first operational amplifier 604 in accordancewith the second aspect of a control signal 347.2. Accordingly, thesecond aspect of a control signal 347.2 is given by either the DC andlow frequency components of (V₂−V₁) in the case of a low-pass filter616, or all but the notch 446 frequency components of (V₂−V₁) in thecase of a notch filter 618, which provides for canceling thecorresponding DC and other frequency components (depending upon whethera low-pass filter 616 or a notch filter 618 is used) of (V₁−V₂) thatgenerated the second aspect of the control signal 347.2 in the firstplace, so as to control the voltage V_(L) across the coil 14, L′ to besubstantially equal to the voltage V_(AC).

Referring to FIG. 67, a twenty-second embodiment of a signalconditioning circuit 294.22 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′illustrates a general structure of a combination of an inner voltagefeedback system 344.1 with an outer voltage feedback system 344.2, bothutilizing a single oscillatory drive signal as the source of voltageacross the associated series circuit 242, which is a counterpart to theeighteenth embodiment of the signal conditioning circuits 294.18illustrated in FIG. 63. More particularly, the inner voltage feedbacksystem 344.1 is structured in accordance with the nineteenth embodimentof a signal conditioning circuit 294.19 illustrated in FIG. 64, asdescribed hereinabove, and the outer voltage feedback system 344.2comprises a third differential amplifier 620 and a high-pass notchfilter 622, wherein the first node 260 of the series circuit 608 isoperatively coupled to the inverting input of the third differentialamplifier 620, the DC common mode voltage signal V_(CM1) (or the thirdnode 268 of the series circuit 608) is operatively coupled to thenon-inverting input of the third differential amplifier 620, and theoutput of the third differential amplifier 620 is operatively coupled tothe high-pass notch filter 622, the output of which is operativelycoupled through a sixth resistor R₆ to the inverting input of the firstoperational amplifier 604 in accordance with the second aspect of acontrol signal 347.2. The gain responses G of the low-pass filter 616 ofthe inner voltage feedback system 344.1 and the high-pass notch filter622 of the outer voltage feedback system 344.2 are characterized inaccordance with FIG. 60 as described hereinabove. Accordingly, thesecond aspect of a control signal 347.2 is given by the combination ofthe DC and low frequency components of (V₃−V₂) from the inner voltagefeedback system 344.1, and the higher frequency excluding the notch 446frequency components of (V₃−V₁), which provides for canceling thecorresponding DC and other frequency components—except for at least thenotch 446 frequency components—of (V₂−V₃) and (V₁−V₃) respectively, thatcollectively generated the second aspect of a control signal 347.2 inthe first place, so as to control the voltage V_(L) across the coil 14,L′ to be substantially equal to the voltage V_(AC).

Referring to FIG. 68, a twenty-third embodiment of a signal conditioningcircuit 294.23 that provides for generating one or more measuresresponsive to a self-impedance Z_(L) of a coil 14, L′ illustrates ageneral structure of a combination of an inner voltage feedback system344.1 with a current feedback system 344.3, both utilizing a singleoscillatory drive signal as the source of voltage across the associatedseries circuit 242, which is a counterpart to the fifteenth andsixteenth embodiments of the signal conditioning circuits 294.15, 294.16illustrated in FIGS. 59 and 61 respectively. More particularly, theinner voltage feedback system 344.1 is structured in accordance with thenineteenth embodiment of a signal conditioning circuit 294.19illustrated in FIG. 64, as described hereinabove, and the currentfeedback system 344.3 comprises a high-pass notch filter 622, whereinthe input polarities of the first differential amplifier 612 areconfigured as in the twenty-first embodiment of a signal conditioningcircuit 294.21—i.e. with the inverting input thereof operatively coupledto the first node 260 of the series circuit 608, and the inverting inputthereof operatively coupled to the output of the buffer amplifier610′—so that the output voltage V_(OUT) thereof is responsive to(V₂−V₁=−V_(RS)), and the output of the first differential amplifier 612is operatively coupled to the high-pass notch filter 622, the output ofwhich is operatively coupled through a sixth resistor R₆ to theinverting input of the first operational amplifier 604 in accordancewith the second aspect of a control signal 347.2. The gain responses ofthe low-pass filter 616 of the inner voltage feedback system 344.1 andthe high-pass notch filter 622 of the current feedback system 344.3 arecharacterized in accordance with FIG. 60 as described hereinabove.Accordingly, the second aspect of a control signal 347.2 is given by thecombination of the DC and low frequency components of (V₃−V₂) from theinner voltage feedback system 344.1, and the higher frequency excludingthe notch 446 frequency components of (V₂−V₁), which provides forcanceling the corresponding DC and other frequency components—except forat least the notch 446 frequency components—of (V₂−V₃) and (V₁−V₂),respectively, that collectively generated the second aspect of a controlsignal 347.2 in the first place, so as to control the voltage V_(L)across the coil 14, L′ to be substantially equal to the voltage V_(AC).

Referring to FIGS. 69 a-c, 70 a-c, 71 a-b, 72, and 73 a-e, a secondaspect of a signal conditioning circuit 502 provides for generating ameasure responsive to the complex impedance of the coil 14, L′ using atime constant method, wherein the time constant of an associate RL orRLC circuit incorporating the coil determines the time response thereofto a pulse applied thereto, and a measure responsive to the compleximpedance of the coil 14, L′ responsive to one or more measures of thistime response.

Referring to FIG. 69 a, in accordance with a first embodiment of thesecond aspect of the signal conditioning circuit 502.1 that provides forgenerating one or more measures responsive to a self-impedance Z_(L) ofa coil 14, L′, a monopolar pulse generator 504 under control of aprocessor 108, 204 is operatively coupled across a series combination ofa sense resistor R_(sense) and the coil 14, L′, in parallel with aseries combination of a second resistor R₂ and a diode D that is reversebiased relative to the polarity of the monopolar pulse generator 504.Referring to FIGS. 70 a-c, examples of various embodiments of themonopolar pulse generator 504 include a battery 506 in series with acontrolled switch 508, e.g. a transistor or relay, as illustrated inFIG. 70 a; a battery 506 in series with an FET transistor switch 508′,as illustrated in FIG. 70 b; and an oscillator circuit that provides forthe generation of a monopolar pulse train 510 as illustrated in FIG. 70c. A differential amplifier 512 generates a signal V_(OUT) responsive tothe voltage V_(sense) across the sense resistor R_(sense), which isresponsive to the current i_(L) through the coil 14, L′ in accordancewith Ohm's law, i.e. V_(sense)=R_(sense)·i_(L). Referring to FIG. 69 b,the coil 14, L′ can be modeled as an inductor L in series with aresistor R_(L), wherein the resistance R_(L) accounts for thecombination of the inherent resistance of the coil 14, L′ and theeffective resistance resulting from proximal eddy current effects. Themonopolar pulse generator 504 generates a pulse 514, e.g. upon closureof the controlled switch 508 or the FET transistor switch 508′, and,referring to FIG. 69 c, the subsequent rate of increase of the currenti_(L) provides a measure of the inductance L and resistance R_(L), whichtogether provide the impedance Z of the coil 14, L′. The time constantτ_(ON) of a pure RL circuit would be given by: $\begin{matrix}{\tau_{ON} = \frac{R_{sense} + R_{L}}{L}} & (42)\end{matrix}$and the current i_(L) would be given as follows: $\begin{matrix}{{i_{L}(t)} = {\frac{V}{R_{sense} + R_{L}} \cdot \left( {1 - {\mathbb{e}}^{- \frac{{({R_{sense} + R_{L}})} \cdot t}{L}}} \right)}} & (43)\end{matrix}$

If the duration of the pulse 514 were sufficiently long, e.g. t>>τ, thecurrent i_(L) would approach a value of: $\begin{matrix}{i_{L}^{\max} = \frac{V}{R_{sense} + R_{L}}} & (44)\end{matrix}$

The pulse 514 is held on for a duration sufficient to provide formeasuring the time constant τ_(ON), for example, responsive to any ofthe following: 1) the current i_(L) at and associated time t as thecurrent i_(L) is rising, e.g. at the end of a pulse 514 having aduration less than several time constants τ_(ON); 2) the rate of changeof current i_(L) as the current i_(L) is rising; 3) the time or timesrequired after initiation of a pulse 514 for the current i_(L) to reacha predetermined value or to reach a set of predetermined values; or 4)an integral of the current i_(L) over at least a portion of the periodwhen the pulse 514 is on.

For example, from Equation (43) may be rewritten as: $\begin{matrix}{{i_{L}(t)} = {i_{L}^{\max} \cdot \left( {1 - {\mathbb{e}}^{\frac{t}{\tau}}} \right)}} & (45)\end{matrix}$where τ=τ_(ON). The first derivative of the current i_(L) with respectto time is given by: $\begin{matrix}{{i_{L}^{\prime}(t)} = {i_{L}^{\max} \cdot \frac{t}{\tau} \cdot {\mathbb{e}}^{- \frac{t}{\tau}}}} & (46)\end{matrix}$From Equations (45) and (46), the current i_(L) can be given as afunction of the first derivative of the current i_(L) as:$\begin{matrix}{{i_{L}(t)} = {i_{L}^{\max} - {\frac{\tau}{t} \cdot {i_{L}^{\prime}(t)}}}} & (47)\end{matrix}$If the current i_(L) is measured as i₁ and i₂ at two correspondingdifferent times t₁ and t₂, and if the first derivative of the currenti_(L) is determined as i₁′ and i₂′ at these same times, then the timeconstant τ_(ON) is given by: $\begin{matrix}{\tau_{ON} = {\frac{i_{2} - i_{1}}{\left( {\frac{i_{1}^{\prime}}{t_{1}} - \frac{i_{2}^{\prime}}{t_{2}}} \right)} = \frac{L}{R_{sense} + R_{L}}}} & (48)\end{matrix}$From Equations (47) and (44), the effective resistance R_(L) of the coil14, L′ is then given by: $\begin{matrix}{R_{L} = {{\frac{V}{i_{1} + {\frac{\tau_{ON}}{t_{1}} \cdot i_{1}^{\prime}}} - R_{sense}} = {\frac{V}{i_{2} + {\frac{\tau_{ON}}{t_{2}} \cdot i_{2}^{\prime}}} - R_{sense}}}} & (49)\end{matrix}$and the inductance L of the coil 14, L′ is given by:L=τ _(ON)·(R _(sense) +R _(L))  (50)

After the pulse 514 is turned off, e.g. upon the opening of thecontrolled switch 508 or the FET transistor switch 508′, the energystored in the coil 14, L′ is dissipated relatively quickly through theparallel circuit path of the second resistor R₂ in series with the diodeD, having a time constant τ_(OFF) given by: $\begin{matrix}{\tau_{OFF} = \frac{R_{sense} + R_{L} + R_{2}}{L}} & (51)\end{matrix}$wherein the value of the second resistor R₂ is chosen to magneticallydischarge the coil 14, L′ to zero current i_(L) before the next pulse514. A monopolar pulse train 510 as illustrated in FIG. 70 c can be usedto make a continuous plurality of measurements, which can beaveraged—over a selectable number of pulses 514, on a fixed or runningbasis—or used individually, depending upon the rate at which theresulting measure(s) is/are to be updated. Equation (43) and theassociated measurement process can also be adapted to account for theaffect of the inherent capacitance of the coil 14, L′, ifnon-negligible.

Referring to FIG. 71, a second embodiment of the second aspect of asignal conditioning circuit 502.2 is similar to the first embodiment ofsignal conditioning circuit 502.1 described hereinabove except that themonopolar pulse generator 504 is replaced with a bipolar pulse generator516, and the diode D is replaced with a transistor switch 518, e.g. anFET switch 518′, wherein, the bipolar pulse generator 516 is adapted togenerate a bipolar pulse train 520, one embodiment of which, forexample, is illustrated in FIG. 72. The second aspect of a signalconditioning circuit 502.2 provides for periodically reversing thedirection of current i_(L) through the coil 14, L′ so as to prevent amagnetization of associated ferromagnetic elements, e.g. of the vehicle12, in proximity thereto. The bipolar pulse train 520 comprises bothpositive 514 and negative 514′ polarity pulses, during which times thetransistor switch 518 would be switched off to provide for magneticallycharging the coil 14, L′; separated by dwell periods 522 of zerovoltage, during which times the transistor switch 518 would be switchedon to provide for magnetically discharging the coil 14, L′.

Referring to FIG. 73, a third embodiment of the second aspect of asignal conditioning circuit 502.3 is similar to the first embodiment ofsignal conditioning circuit 502.1 described hereinabove—incorporatingthe embodiment of the monopolar pulse generator 504 illustrated in FIG.70 b—except that the coil 14, L′ is driven through an H-switch 524 so asto provide for periodically reversing the direction of current i_(L)through the coil 14, L′ so as to prevent a magnetization of associatedferromagnetic elements, e.g. of the vehicle 12, in proximity thereto,without requiring a bipolar pulse generator 516 and associated bipolarelectronic elements. The H-switch 524 comprises respective first 526 andsecond 528 nodes, respectively connected to the sense resistor R_(sense)and monopolar pulse generator 504 respectively, as had been connectedthe coil 14, L′ in the first embodiment of the second aspect of a signalconditioning circuit 502.1. The H-switch 524 also comprises respectivethird 530 and fourth 532 nodes respectively connected to the first 534and second 536 terminals of the coil 14, L′. A first transistor switch538 (e.g. FET switch) under control of a first switch signal S_(A) fromthe processor 108, 204 is operative to control a flow of current betweenthe first 526 and third 530 nodes of the H-switch 524. A secondtransistor switch 540 (e.g. FET switch) under control of a second switchsignal S_(B) from the processor 108, 204 is operative to control a flowof current between the first 526 and fourth 532 nodes of the H-switch524. A third transistor switch 542 (e.g. FET switch) under control ofthe second switch signal S_(B) from the processor 108, 204 is operativeto control a flow of current between the second 528 and third 530 nodesof the H-switch 524. A fourth transistor switch 544 (e.g. FET switch)under control of the first switch signal S_(A) from the processor 108,204 is operative to control a flow of current between the second 528 andfourth 532 nodes of the H-switch 524. The FET transistor switch 508′ ofthe monopolar pulse generator 504 under control of pulse switch signalS₀ controls the flow of current from the battery 506 to the coil 14, L′.

Referring to FIGS. 74 a-e, the signal conditioning circuit 502.3 iscontrolled as follows: In a first step 546, the pulse switch signal S₀and the first switch signal S_(A) are activated, which turns the FETtransistor switch 508′ and the first 538 and fourth 544 transistorswitches on, thereby providing for current i_(L) to flow through thecoil 14, L′ in a first direction. Then, in a second step 548, the pulseswitch signal S₀ is deactivated without changing the first switch signalS_(A), thereby providing for the coil 14, L′ to magnetically dischargethrough the second resistor R and diode D, with current i_(L) continuingto flow through the coil 14, L′ in the first direction until dissipated.Then, in a third step 550, first switch signal S_(A) is deactivatedwhich turns the first 538 and fourth 544 transistor switches off, afterwhich the pulse switch signal S₀ and the second switch signal S_(B) areactivated, which turns the FET transistor switch 508′ and the second 540and third 542 transistor switches on, thereby providing for currenti_(L) to flow through the coil 14, L′ in a second direction. Finally, ina fourth step 552, the pulse switch signal S₀ is deactivated withoutchanging the second switch signal S_(B), thereby providing for the coil14, L′ to magnetically discharge through the second resistor R and diodeD, with current i_(L) continuing to flow through the coil 14, L′ in thesecond direction until dissipated. After the fourth step 552, the aboveprocess repeats with the first step 546 as described hereinabove.

Referring to FIG. 75 a, in accordance with a third aspect of a signalconditioning circuit 554 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′ from ameasurement of a differential voltage V_(out) of a four-arm bridgecircuit 556 incorporating the as one of the arms 558. More particularly,for example, in one embodiment of the four-arm bridge circuit 556, thefirst 558.1 and second 558.2 arms respectively comprise first RB andsecond RB bridge resistors, e.g. for example, of equal value, which areinterconnected at a first node 560 of the four-arm bridge circuit 556.The third arm 558.3 comprises the coil 14, L′ and the associatedcabling, wherein the coil 14, L′ is modeled as an inductor L in serieswith a resistor R_(L), and the associated cabling and inter-coilcapacitance of the coil 14, L′ is modeled as a first capacitor C₁ inparallel with the coil 14, L′. The fourth arm 358.4 comprises a gyrator562 in parallel with a second capacitor C₂. The third 558.3 and fourth358.4 arms are interconnected at a second node 564 of the four-armbridge circuit 556. An oscillator 566 and associated amplifier 568 areinterconnected across the first 560 and second 564 nodes, and providefor generating an oscillatory signal, e.g. a sinusoidal signal,thereacross. The second 558.2 and fourth 558.4 arms of the four-armbridge circuit 556 are interconnected at a third node 570 which isconnected to a first input 572 of a differential amplifier 574; and thefirst 558.1 and third 558.3 arms of the four-arm bridge circuit 556 areinterconnected at a fourth node 576 which is connected to a second input578 of the differential amplifier 574. Accordingly, the two bridgeresistors RB provide for balancing the second 558.2 and fourth 558.4arms of the four-arm bridge circuit 556, and the combination of thegyrator 562 in parallel with the second capacitor C₂ in the fourth arm558.4 provides for balancing the coil 14, L′ in the third arm 558.3,thereby providing for balancing the four-arm bridge circuit 556 so as tonull the associated differential voltage V_(out) thereof, which is givenby the difference between the voltage V₁ at the third node 570 and thevoltage V₂ at the fourth node 576. The gyrator 562 is an active circuittwo terminal circuit using resistive and capacitive elements, whichprovides for modeling an inductor of arbitrary inductance and seriesresistance. More particularly, a first gyrator resistor R_(L)′ isconnected from a first terminal 580 of the gyrator 562 to the invertinginput of an operational amplifier 582, which is also connected by afeedback loop 584 to the output 586 of the operational amplifier 582. Agyrator capacitor C_(G) is connected from the first terminal 580 of thegyrator 562 to the non-inverting input of the operational amplifier 582,which is also connected to a second gyrator resistor R_(G), which isthen connected to the second terminal 588 of the gyrator 562. Referringto FIG. 75 b, the equivalent circuit of the gyrator 562 illustrated inFIG. 75 a comprises a resistor R_(L)′ having a resistance R_(L)′ equalto that of the first gyrator resistor R_(L)′, in series with an inductorL_(G) having an inductance L_(G) given as follows:L _(G) =R′ _(L) ·R _(G) ·C _(G)  (52)

In one embodiment, for example, the resistance R_(G) of second gyratorresistor R_(G) is controlled to control the effective inductance L_(G)of the gyrator 562 so as to balance or nearly balance the four-armbridge circuit 556, i.e. so that the differential voltage V_(out) isnulled or nearly nulled. The second capacitor C₂ is provided to balancethe first capacitor C₁, wherein, for example, in one embodiment, thevalue of the second capacitor C₂ is set equal to or slightly greaterthan the value of the first capacitor C₁, but would not be required ifthe associated capacitances of the cabling and coil 14, L′ werenegligible. The resistance of the first gyrator resistor R_(L)′ isprovided to balance the combination of the inherent resistance of thecoil 14, L′, the resistance of the associated cabling, and the effectiveresistance of proximal eddy currents upon the coil 14, L′. One or bothof the first R_(L)′ and second R_(G) gyrator resistors can be madecontrollable, e.g. digitally controllable, and the value of the gyratorcapacitor C_(G) would be chosen so as to provide for a necessary rangeof control of the inductance L_(G) of the gyrator 562 to match that ofthe coil 14, L′, given the associated control ranges of the first R_(L)′and second R_(G) gyrator resistors. For example, the values of the firstR_(L)′ and second R_(G) gyrator resistors can be slowly updated by anassociated processor 108, 204 so as to maintain a desired level ofbalance of the four-arm bridge circuit 556 during normal, non-crashoperating conditions. When the four-arm bridge circuit 556 is nulled,i.e. so as to null the differential voltage V_(out), then the values ofthe resistance R_(L) and inductance L of the coil 14, L′ are given asfollows: $\begin{matrix}{{R_{L} = {R_{L}^{\prime} \cdot \frac{R_{A}}{R_{B}}}},{and}} & (53) \\{L = {L_{G} \cdot \frac{R_{A}}{R_{B}}}} & (54)\end{matrix}$

In another embodiment, the inductance L_(G) of the gyrator 562 isadapted to be slightly lower than the inductance of the coil 14, L′ sothat the differential voltage V_(out) is not completely nulled, so as toprovide a continuous small signal during normal operation, which allowsfor real-time diagnostics of the coil 14, L′ and associated signals andcircuitry. Under off-null conditions, the output of the differentialamplifier 574 would generally be complex or phasor valued, which wouldbe demodulated, for example into in-phase (I) and quadrature-phase (Q)components, —for example, using circuitry and processes describedhereinabove for FIGS. 46-50, —for subsequent processing and/orassociated crash detection.

The third aspect of a signal conditioning circuit 554 can be adapted toprovide relatively high accuracy measurements, with relatively highresolution, of the self-impedance Z_(L) of a coil 14, L′.

In either mode of operation, i.e. nulled or off-null, and generally forany of the aspects of the signal conditioning circuits described herein,the associated signal detection process may be implemented by simplycomparing the output of the signal conditioning circuit with anassociated reference value or reference values, wherein the detection ofa particular change in a magnetic condition affecting the coil 14 isthen responsive to the change in the associated signal or signalsrelative to the associated value or reference values. Accordingly,whereas the in-phase (I) and quadrature (Q) phase components of thesignal can be determined analytically and related to the associatedimpedance Z of the coil 14, this is not necessarily necessary forpurposes of detecting a change in an associated magnetic conditionaffecting the coil 14, which instead can be related directly to changesin the associated signals from the signal conditioning circuit.

Referring to FIG. 76 a, in accordance with a fourth aspect of a signalconditioning circuit 590 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′, amulti-frequency signal 592 is generated by summing and amplifying aplurality of signals from an associated plurality of oscillators 594.1,594.2, 594.3 operating a corresponding plurality of differentfrequencies f₁, f₂, f₃ are applied to the coil 14, L′ in series with asense resistor R_(sense), wherein the operations of summing andamplifying may be performed by a operational amplifier 596 adapted as asumming amplifier 598. The self-impedance Z_(L) of the coil 14, L′ at afrequency f is given by:Z _(L) =R _(L)+2πf·L  (55)wherein R_(L) and L are the effective resistance and the self-inductanceof the coil 14, L′, respectively. Accordingly, for a frequency-dependentapplied voltage signal v(f) from the summing amplifier 598, the complexvoltage V_(sense) across the sense resistor R_(sense) is given by:$\begin{matrix}{V_{sense} = {\frac{v(f)}{\left( {1 + \frac{R_{L}}{R_{sense}}} \right) \cdot \left( {1 + \frac{f^{2}}{f_{0}^{2}}} \right)} \cdot \left( {1 - {i \cdot \frac{f}{f_{0}}}} \right)}} & (56)\end{matrix}$wherein the cut-off frequency f₀ of the associated low-pass filtercomprising the coil 14, L′ in series with the sense resistor R_(sense)is given by: $\begin{matrix}{f_{0} = \frac{R_{sense} + R_{L}}{2{\pi \cdot L}}} & (57)\end{matrix}$

The frequency-dependent current i_(L) through the coil 14, L′ is thengiven by: $\begin{matrix}{i_{L} = {\frac{V_{sense}}{R_{sense}} = {\frac{v(f)}{R_{sense} \cdot \left( {1 + \frac{R_{L}}{R_{Sense}}} \right) \cdot \left( {1 + \frac{f^{2}}{f_{0}^{2}}} \right)} \cdot \left( {1 - {i \cdot \frac{f}{f_{0}}}} \right)}}} & (58)\end{matrix}$having a corresponding frequency dependent magnitude ∥i_(L)∥ I and phaseφ respectively given by: $\begin{matrix}{{{i_{L}} = \frac{v(f)}{R_{Sense} \cdot \left( {1 + \frac{R_{L}}{R_{Sense}}} \right) \cdot \left( {1 + \frac{f^{2}}{f_{0}^{2}}} \right)^{\frac{1}{2}}}},{and}} & (59) \\{\phi = {\tan^{- 1}\left( {- \frac{f}{f_{0}}} \right)}} & (60)\end{matrix}$

The voltage V_(L) across the coil 14, L′ is given by:V _(L) =v(f)−V _(Sense)  (61)which provides a phase reference and therefore has a phase of 0 degrees.The ratio of the voltage V_(L) across the coil 14, L′ to the currenti_(L) through the coil 14, L′ provides a measure of the self-impedanceZ_(L) of a coil 14, L′. The voltage V_(sense) is sensed with adifferential amplifier 599, the output of which is operatively coupledto a processor 108, 204 for subsequent analysis.

Referring to FIG. 76 b, the magnitude ∥i_(L)∥ and phase φ of the currenti_(L) through the coil 14, L′ is dependent upon the frequency of theapplied voltage signal v(f), and will be different for each of thedifferent associated frequency components associated with the pluralityof different frequencies f₁, f₂, f₃. Although a single frequency f canbe used, plural frequencies f₁, f₂, f₃ provide additional informationthat provides some immunity to the affects of noise and electromagneticinterference on the associated measurements. For example, if thefrequency-dependent ratio of the voltage V_(sense) across the senseresistor R_(sense) to the applied voltage signal v(f) is inconsistentwith that which would be expected from Equation (56) for one or morefrequencies f₁, f₂, f₃, then the measurements at those frequencies maybe corrupted. Three or more frequencies f₁, f₂, f₃ distributed over afrequency range can provide for determining if any of the associatedmeasurements are affected by a particular noise source.

Although the signal conditioning circuits 294 described herein have beenillustrated for generating a measure responsive to a self-impedance of acoil, in general, these signal conditioning circuits 294 may generallybe used to measure the impedance of a two terminal circuit element, or atwo terminal combination of circuit elements so as to provide forgenerating a measure responsive to the self-impedance of the twoterminal circuit element or the two terminal a combination of circuitelements.

Referring to FIGS. 77 and 78, in accordance with a fifth aspect of asignal conditioning circuit 700 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′, a seriescircuit 702 incorporating the coil 14, L′ in series with a senseresistor R_(S) is driven by a half-sine signal 704 through an associatedH-switch 706 that provides for controlling the polarity of the half-sinesignal 704 relative to the series circuit 702. The half-sine signal 704is generated by a half-sine generator 708, which in one embodiment,digitally generates the half-sine signal 704 using a table-lookup of aquarter-sine waveform 710 and associated software control logic, andalso generates a polarity control signal p for controlling the H-switch706. The digital output of the half-sine generator 708 is converted tothe analog half-sine signal 704 using a digital-to-analog converter 712,the output of which can be subsequently filtered to remove noise. TheH-switch 706 comprises a first switch 706.1 operative between a firstnode 714.1 and a second node 714.2, a second switch 706.2 operativebetween the second node 714.2 and a third node 714.3, a third switch706.3 operative between the second node 714.2 and a fourth node 714.4,and a fourth switch 706.4 operative between the fourth node 714.4 andthe first node 714.1, wherein the half-sine signal 704 is applied to thefirst node 714.1, the third node 714.3 is connected to ground, and theseries circuit 702 is connected between the second 714.2 and fourth714.4 nodes. For example, in one embodiment, the first 706,1, second706.2, third 706.3, and fourth 706.4 switches of the H-switch 706comprise transistor switches, for example, field-effect transistorswitches as illustrated in FIG. 77. The control terminals, e.g. gates,of the first 706.1 and third 706.3 switches are operatively coupled tothe polarity control signal p, which is also operatively coupled to aninverter 716 that generates an inverse polarity control signal p′, whichis operatively coupled to the control terminals, e.g. gates, of thesecond 706.2 and fourth 706.4 switches. The activity of the polaritycontrol signal p and the inverse polarity control signal p′ is mutuallyexclusive, i.e. when the polarity control signal p is in an ON state, soas to turn the first 706.1 and third 706.3 switches on, the inversepolarity control signal p′ is in an OFF state, so as to turn the second706.2 and fourth 706.4 switches off, and when the polarity controlsignal p is in an OFF state, so as to turn the first 706.1 and third706.3 switches off, the inverse polarity control signal p′ is in an ONstate, so as to turn the second 706.2 and fourth 706.4 switches on.Accordingly, for a positive half-sine signal 704, when the polaritycontrol signal p is in the ON state, the H-switch 706 applies thehalf-sine signal 704 to the series circuit 702 such that current i_(L)flows therethrough from the second node 714.2 to the fourth node 714.4,and when the polarity control signal p is in the OFF state, the H-switch706 applies the half-sine signal 704 to the series circuit 702 such thatcurrent i_(L) flows therethrough from the fourth node 714.4 to thesecond node 714.2. The polarity control signal p and the inversepolarity control signal p′ are synchronized with the half-sine signal704 so that the states thereof are switched after the completion of eachhalf-sine waveform of the half-sine signal 704, the latter of whichcomprises a continuous repetition of half-sine waveforms.

Referring to FIG. 78, a process 7800 for generating the half-sine signal704 and the polarity control signal p commences with step (7802),wherein a first counter k, a second counter m, and the polarity controlsignal p are each initialized to zero. Then, in step (7804), the atable-lookup is performed using the value of the first counter k to lookup the k^(th) value of the corresponding quarter-sine waveform 710 froma table of NSIN4 values, which in step (7806) is output to thedigital-to-analog converter 712 as the value of the half-sine signal704. Then, in step (7808), if the value of the second counter m, whichis associated with the increasing portion of the associated half-sinewaveform, then in step (7810), the value of the first counter k isincremented by one; otherwise, in step (7812), the value of the firstcounter k is decremented by one. Then, in step (7814), if the value ofthe first counter k is greater than or equal to NSIN4, the number ofvalues in the quarter-sine table, then, in step (7816), the secondcounter m is set to a value of one, and, in step (7818), the firstcounter k is set to a value of NSIN4-2, so as to prepare for generatingthe decreasing portion of the associated half-sine waveform. Otherwise,from step (7814), if, in step (7820), the value of the first counter kis less than zero, then the half-sine waveform has been competed and, instep (7822), the value of the first counter k is set to one, the valueof the second counter m is set to zero, and the value of the polaritycontrol signal p is incremented by one, and then set to the modula-2value of the result, so as to effectively toggle the polarity controlsignal p, and so as to prepare for generating the increasing portion ofthe next half-sine waveform. Then, following any of steps 7818, 7820 or7822, the process continues with step 7804, so as to repetitivelygenerate the associated half-sine waveform, which provides for thehalf-sine signal 704.

Accordingly, the half-sine signal 704 in cooperation with the control ofthe associated H-switch 706 by the polarity control signal p providesfor generating the equivalent of a zero-biased sine waveform across theseries circuit 702, the current i_(L) through which is detected by thesum and difference amplifier 718 comprising an operational amplifier720, the inverting input of which is connected through a first resistor722 to one terminal of the sense resistor R_(S), designated by voltageV₁, the non-inverting input of which is connected through a secondresistor 724 to the other terminal of the sense resistor R_(S),designated by voltage V₂, and through a third resistor 726 to the DCcommon mode voltage signal V_(CM1), and the output of which is connectedthrough a fourth resistor 728 to the non-inverting input thereof, andwhich provides the voltage V_(OUT) representative of the current i_(L)through the coil 14, L′, as follows:V _(OUT) =V ₂ −V ₁ +V _(CM1) =i _(L) ·R _(S) +V _(CM1)  (62)

Referring to FIGS. 79 and 80, the affect of electromagnetic noise on afirst magnetic crash sensor 10 ^(A) may be mitigated through cooperationwith a second magnetic crash sensor 10 ^(B), both located so to beresponsive to substantially the same electromagnetic noise. For example,in the embodiment illustrated in FIG. 79, the first magnetic crashsensor 10 ^(A) comprises a first coil 14 ^(A) located in a first door 78^(A) of a vehicle 12, and the second magnetic crash sensor 10 ^(B)comprises a second coil 14B located in a second door 78 ^(B) of thevehicle 12, wherein the first 78 ^(A) and second 78 ^(B) doors areopposing one another so that the first 14 ^(A) and second 14 ^(B) coilsexperience substantially the same external magnetic noise flux thatmight extend transversely through the vehicle 12. The first magneticcrash sensor 10 ^(A) further comprises a first signal conditioningcircuit 294 ^(A), for example in accordance with any of the embodimentsdisclosed herein, operatively coupled to the first coil 14 ^(A).Similarly, the second magnetic crash sensor 10 ^(B) further comprises asecond signal conditioning circuit 294 ^(B), for example in accordancewith any of the embodiments disclosed herein, operatively coupled to thesecond coil 14 ^(B). The outputs of the first 294 ^(A) and second 294^(B) signal conditioning circuits of are operatively coupled to anassociated processor 108, 204, which provides for controlling respectivefirst (44,110)^(A) and second (44,110)^(B) safety restraint actuatorsassociated with the first 78 ^(A) and second 78 ^(B) doors,respectively.

Referring to FIG. 80, the processor 108, 204 operates in accordance witha noise rejection process 8000 that provides for mitigating the affectof electromagnetic noise by preventing actuation of the first(44,110)^(A) and second (44,110)^(B) safety restraint actuators if boththe first 294 ^(A) and second 294 ^(B) signal conditioning circuitsdetect substantially the same signal, for example, as determinedratiometrically. More particularly, the noise rejection process 8000commences with steps (8002) and (8004) which provide for detectingsignals from the first 14 ^(A) and second 14 ^(B) coils, for example,from respective opposing doors 78 ^(A),78 ^(B) of the vehicle 12. Then,in step (8006), a ratio R of the respective signals from the first 294^(A) and second 294 ^(B) signal conditioning circuits. Then, in step(8008), if the magnitude of the ratio R is greater than a lowerthreshold R₀ and less than an upper threshold R₁—which would occurresponsive to an electromagnetic noise stimulus affecting both the first10 ^(A) and second 10 ^(B) magnetic crash sensor—then the processrepeats with step (8002), and neither the first (44,110)^(A) or second(44,110)^(B) safety restraint actuators are actuated. Otherwise, in step(8010), if the signal from the first magnetic crash sensor 10 ^(A) isgreater than an associated crash threshold, and if, in step (8012), anassociated safing condition is satisfied, then, in step (8014), thefirst safety restraint actuator (44,110)^(A) is actuated. Then, orotherwise from step (8010), in step (8016), if the signal from thesecond magnetic crash sensor 10 ^(B) is greater than an associated crashthreshold, and if, in step (8018), an associated safing condition issatisfied, then, in step (8020), the second safety restraint actuator(44,110)^(B) is actuated.

Referring to FIGS. 81 and 82, in accordance with a sixth aspect of asignal conditioning circuit 800 that provides for generating one or moremeasures responsive to a self-impedance Z_(L) of a coil 14, L′, any ofthe magnetic crash sensors 10 described herein, including all of theabove-described signal conditioning circuits 294, may be adapted tooperate at a plurality of frequencies so as to provide for mitigatingthe affects of electromagnetic noise thereupon. More particularly, theoscillator 30, 50, 98 of any of the above-described embodiments maycomprise a multi-frequency generator, for example, that generates eithera simultaneous combination of a plurality of oscillatory waveforms, eachat a different frequency f₁, f₂ . . . f_(N), or that generates atime-multiplexed combination of a plurality of oscillatory waveforms,each at a different frequency. For example, FIG. 81 illustrates aplurality of N oscillators 802.1, 802.2 . . . 802.N, for example, eitherdigital or analog, each at a respective frequency f₁, f₂ . . . f_(N),wherein N is at least two. For a composite signal embodiment, theoutputs of the N oscillators 802.1, 802.2 . . . 802.N are summed by asummer 804, either analog or digital, so as to generate a correspondingcomposite waveform, and the output therefrom, if digital, is convertedto analog form by a digital-to-analog converter 806. For example,referring to FIG. 82, a composite analog multi-frequency signal may begenerated by summing separate analog signals from N separate analogoscillators 802.1, 802.2 . . . 802.N using an inverting summingamplifier circuit 808 comprising an associated operational amplifier810, which is DC biased by a DC common mode voltage signal V_(CM1). Themulti-frequency signal is then used by the remaining portions 294′ ofthe above-described signal conditioning circuits 294 as the signal fromthe associated oscillator 30, 50, 98, wherein the associated filters ofthe associated remaining portions 294′ of the above-described signalconditioning circuits 294 would be designed to accommodate each of theassociated frequencies f₁, f₂ . . . f_(N). The output voltage V_(OUT)from either the operational amplifier 278 of the associated summing anddifference amplifier 276, or from the first differential amplifier 612,depending upon the particular signal conditioning circuit 294, is thenconverted to digital form by an analog-to-digital converter 288 afterfiltering with a low-pass anti-aliasing filter 286. The multi-frequencysignal from the analog-to-digital converter 288 is then separated intorespective frequency components by a group of digital filters 812.1,812.2, . . . 812.N, for example, notch filters, each of which is tunedto the corresponding respective frequency f₁, f₂ . . . f_(N), theoutputs of which are demodulated into respective in-phase I₁, I₂ . . .I_(N) and quadrature-phase Q₁, Q₂ . . . Q_(N) components by respectivedemodulators 290.1, 290.2, . . . 290.N, each of which is operativelycoupled to the corresponding respective oscillator 802.1, 802.2 . . .802.N. The output of the demodulators 290.1, 290.2, . . . 290.N isoperatively coupled to a processor 108, 204 and used by a process 8300to control the actuation of an associated safety restraint actuator 44,110.

For example, referring to FIG. 83, in one embodiment of a process 8300for controlling a safety restraint actuator 44, 110 responsive tosignals from a multi-frequency embodiment of a magnetic crash sensors10, the respective in-phase I₁, I₂ . . . I_(N) and quadrature-phase Q₁,Q₂ . . . Q_(N) components from the demodulators 290.1, 290.2, . . .290.N are detected in steps (8302), (8304) and (8306) respectively, andare then processed in step (8400) so as to determine whether or not toactuate the associated safety restraint actuator 44, 110, after whichthe process repeats with step (8302).

Referring to FIG. 84, one embodiment of a sub-process 8400 forcontrolling a safety restraint actuator 44, 110 responsive to signalsfrom a multi-frequency embodiment of a magnetic crash sensors 10commences with step (8402), wherein a counter m is initialized to 1, acrash counter m_(CRASH) is initialized to zero, and if used, a noisecounter m_(NOISE) is also initialized to zero. Then, in step (8404), ifthe signal SIGNAL_(m)—comprising in-phase I_(m) and quadrature-phaseQ_(m) components—exceeds a corresponding crash threshold, then, in step(8406), the crash counter m_(CRASH) is incremented, and optionally, instep (8408), the associated frequency channel represented thereby isstored in an associated CrashID vector for use in subsequent processing.In an alternative supplemental embodiment, wherein a noise signal can beidentified from a distinguishing characteristic of the signalSIGNAL_(m), then, from step (8404), if the signal SIGNAL_(m) isidentified as noise, then in step (8412), the noise counter m_(NOISE)and optionally, in step (8414), the associated frequency channelrepresented thereby is stored in an associated NoiseID vector for use insubsequent processing. Then, from either step (8408) or step (8414), instep (8416), the counter m so as to set up for processing the nextfrequency component. Then, in step (8418), if the value of the counter mis greater than the total number N of frequency components, then in step(8420), the counter m is reset to one, a further sub-process (8500) or(8600) is called to determine whether or not to actuate the associatedsafety restraint actuator 44, 110, and the sub-process then returnscontrol in step (8422). Otherwise, from step (8418), the process repeatswith step (8404) until all frequency components have bee processed.

Referring to FIG. 85, in accordance with sub-process (8500) whichprovides for voting to determine whether or not to actuate theassociated safety restraint actuator 44, 110, if for a majority offrequency components the signal SIGNAL_(m) has exceeded thecorresponding crash threshold in step (8404), i.e. if the value of thecrash counter m_(CRASH) exceeds the total number N of frequencycomponents, then, in step (8504), if the associated safing threshold isalso exceeded by the signal from the associated safing sensor, then, instep (8506), the safety restraint actuator 44, 110 is actuated.Otherwise, or from step (8506), in step (8508), the crash counterm_(CRASH) is initialized to zero, and the sub-process returns control instep (8510). An odd number N of frequencies f₁, f₂ . . . f_(N) willprevent a tie in the associated voting process.

Alternatively, referring to FIG. 86, in a system for which a crashsignal can be distinguished from noise on a channel-by-channel basis,if, in step (8602), the crash counter m_(CRASH) has a value greater thanzero, or possibly greater than some other predetermined threshold, then,in step (8604), if the associated safing threshold is also exceeded bythe signal from the associated safing sensor, then, in step (8606), thesafety restraint actuator 44, 110 is actuated. Otherwise, or from step(8606), in step (8608), the crash counter m_(CRASH) and the noisecounter m_(NOISE) are initialized to zero, and the sub-process returnscontrol in step (8610).

The selection and separation of the frequencies f₁, f₂ . . . f_(N) is,for example, chosen so as to increase the likelihood of simultaneousinterference therewith by electromagnetic interference (EMI), which canarise from a number of sources and situations, including, but notlimited to electric vehicle noise, telecommunications equipment,television receivers and transmitters, engine noise, and lightning. Forexample, in one embodiment, the frequencies are selected in a range of25 KHz to 100 KHz. As the number N increases, the system approachesspread-spectrum operation.

It should be understood that frequency diversity may be used with anyknown magnetic sensor technology, including crash, safing or proximitydetection that include but are not limited to systems that place awinding around the undercarriage, door opening or hood of theautomobile, place a winding around the front fender of the automobile,placing a ferrite rod inside the hinge coil, or inside the striker coilfor magnetic focusing, placing a ferrite rod coil in the gap or spacebetween the doors, or placing a supplemental first coil on the side viewrear molding which extends sideward away from the vehicle. Thisalgorithm can also be used with signals that are generated by themagnetic sensor that set up alternate frequencies to create systemsafing on the rear door to enhance the system safing of the front door,AM, FM or pulsed demodulation of the magnetic signature multitone,multiphase electronics, a magnetically biased phase shift oscillator forlow cost pure sine wave generation, a coherent synthetic or phase lockcarrier hardware or microprocessor based system, a system ofmicroprocessor gain or offset tuning through D/A then A/D self adjustingself test algorithms, placing a standard in the system safing field formagnetic calibration, inaudible frequencies, and the like.

It should also be understood that the performance of the coil 12 usedfor either generating or sensing a magnetic field can be enhanced by theincorporation of an associated magnetic core of relatively high magneticpermeability. It should also be understood that the signal applied toeither at least one first coil, second coil, or of any other coils couldbe a direct current signal so as to create a steady magnetic field.Furthermore, it should be understood that the particular oscillatorywave form of the oscillators is not limiting and could be for example asine wave, a square wave, a saw tooth wave, or some other wave form of asingle frequency, or a plural frequency that is either stepped orcontinuously varied or added together and sent for further processingtherefrom.

It should be noted that any particular circuitry may be used such asthat not limited to analog, digital or optical. Any use of thesecircuits is not considered to be limiting and can be designed by one ofordinary skilled in the art in accordance with the teachings herein. Forexample, where used, an oscillator, amplifier, or large scaledmodulator, demodulator, and a deconverter can be of any known type forexample using transistors, field effect or bipolar, or other discretecomponents; integrated circuits; operational amplifiers or logiccircuits, or custom integrated circuits. Moreover, where used amicroprocessor can be any computing device. The circuitry and softwarefor generating, mixing demodulating and processing the sinusoidalsignals at multiple frequencies can be similar to that used in otherknown systems.

Magnetic crash sensors and methods of magnetic crash sensing are knownfrom the following U.S. Pat. Nos. 6,317,048; 6,407,660; 6,433,688;6,583,616; 6,586,926; 6,587,048; 6,777,927; and 7,113,874; the followingU.S. patent application Ser. Nos. 10/666,165 filed on 19 Sep. 2003; and10/905,219 filed on 21 Dec. 2004; and U.S. Provisional Application No.60/595,718 filed on 29 Jul. 2005; all of which are commonly assigned tothe Assignee of the instant application, and all of which areincorporated herein by reference.

Referring to FIGS. 87 and 88, in accordance with fourth 10.1 ^(iv) andfifth 10.1 ^(v) embodiments of the first aspect of a magnetic crashsensor 10.1 ^(iv), 10.1 ^(v) adapted to sense a side impact crash, atleast one coil 14, 72 is operatively associated with a first portion 76of a door 78 of a vehicle 12, and is adapted to cooperate with at leastone conductive element 80 that is operatively associated with, or atleast a part of, a proximate second portion 82 of the door 78. Thefourth 10.1 ^(iv) and fifth 10.1 ^(v) embodiments of the first aspect ofa magnetic crash sensor 10.1″″ are similar to the third embodiment ofthe first aspect of a magnetic crash sensor 10.1′″ describedhereinabove, except for the locations of the associated at least onecoil 14, 72 and at least one of the associated at least one conductiveelement 80, respectively, wherein in the fourth embodiment 10.1 ^(iv),at least one coil 14, 72 is operatively associated with a portion of thevehicle that is subject to deformation responsive to a crash, and in thefifth embodiment 10.1 v, at least one associated conductive element 80is operatively associated with a portion of the vehicle that isrelatively isolated from or unaffected by the crash for at least aninitial portion of the crash.

For example, in the combination of the fourth 10.1 ^(iv) and fifth 10.1^(v) embodiments illustrated in FIGS. 87 and 88, the first portion 76 ofthe door 78 comprises the door beam 92 of the door 78, and the at leastone conductive element 80 comprises either just a first conductiveelement 86 operatively associated with the inner panel 84 of the door 78constituting a second portion 82 of the door 78; or first 86 and second88 conductive elements at the inner panel 84 and outer skin 90 of thedoor 78, respectively, constituting respective second portions 82 of thedoor 78. For example, if the inner panel 84 of the door 78 werenon-metallic, e.g. plastic, a first conductive element 86 could beoperatively associated therewith, for example, either bonded orotherwise fastened thereto, so as to provide for cooperation there ofwith the at least one coil 14, 72. Alternatively, the inner panel 84, ifconductive, could serve as the associated conductive element 80 withoutrequiring a separate first conductive element 86 distinct from the innerpanel 84 of the door 78; or the outer skin 90, if conductive, couldserve as the associated conductive element 80 without requiring aseparate second conductive element 88 distinct from the outer skin 90 ofthe door 78.

The at least one coil 14, 72 is electrically conductive and is adaptedfor generating a first magnetic field 94 responsive to a current appliedby a coil driver 96, e.g. responsive to a first oscillatory signalgenerated by an oscillator 98. The magnetic axis 100 of the at least onecoil 14, 72 is oriented towards the second portion 82 of the door78—e.g. towards the inner panel 84 of the door 78, or towards both theinner panel 84 and outer skin 90 of the door 78, e.g. substantiallyalong the lateral axis of the vehicle for the embodiment illustrated inFIGS. 87 and 88—so that the first magnetic field 94 interacts with theconductive elements 80, 86, 88 operatively associated therewith, therebycausing eddy currents 102 to be generated therein in accordance Lenz'sLaw. Generally the coil 14, 72 comprises an element or device thatoperates in accordance with Maxwell's and Faraday's Laws to generate afirst magnetic field 94 responsive to the curl of an associated electriccurrent therein, and similarly to respond to a time-varying firstmagnetic field 94 coupled therewith so as to generate a voltage orback-EMF thereacross responsive thereto, responsive to the reluctance ofthe magnetic circuit associated therewith. For example, the at least onecoil 14, 72 may comprise a coil of wire of one or more turns, or atleast a substantial portion of a turn, wherein the shape of the coil 14,72 is not limiting, and may for example be circular, elliptical,rectangular, polygonal, or any production intent shape. For example, thecoil 14, 72 may be wound on a bobbin, and, for example, sealed orencapsulated, for example, with a plastic or elastomeric compoundadapted to provide for environmental protection and structuralintegrity. The resulting coil assembly may further include a connectorintegrally assembled, e.g. molded, therewith. Alternatively, the atleast one coil 14, 72 may be formed by wire bonding, wherein theassociated plastic coating is applied during the associated coil windingprocess.

For example, in one embodiment, an assembly comprising the at least onecoil 14, 72 is positioned within the door 78 of the vehicle 12 so thatthe magnetic axis 100 of the at least one coil 14, 72 is substantiallyperpendicular to the inner panel 84 of the door 78, wherein the innerpanel 84 is used as an associated sensing surface. Alternatively, themounting angle relative to the inner panel 84 may be optimized toaccount for the shape of the associated metal surface and the relativeproximity an influence of an associated door beam 92 or other structuralelements relative to the inner panel 84.

In one embodiment, the radius of the coil 14, 72 is adapted to besimilar to or greater than the initial distance to the principal ordominant at least one conductive element 80 being sensed thereby. Thecoil 14, 72 does not require any particular shape, and regardless of theshape, the associated effective sensing distance can be measuredexperimentally. The particular distance of the coil 14, 72 from theelement or surface being sensed will depend upon the particularapplication. Generally, a range of mounting distances is possible. Forexample, the mounting distance may be determined by a combination offactors including, but not limited to, the conductivity of theconductive element, the coil size, the range of crash speeds that thecoil is designed to sense before being damaged by contact with theconductive element, and the desired time to fire performance forspecific crash events.

For example, in one embodiment, a coil 14, 72 of about 10 cm in diameteris located about 40 mm from the inner panel 84 of the door 78, whichprovides for monitoring about as much as 40 mm of stroke of coil 14, 72motion, depending upon where along the length of the door beam 92 thecoil 14, 72 is mounted and depending upon the door beam 92 intrusionexpected during threshold ON (i.e. minimal severity for ON condition)and OFF (i.e. maximal severity for OFF condition) crash events for whichthe associated safety restraint actuator 44 should preferably be eitheractivated or not activated, respectively. For example, in oneembodiment, the location of the coil 14, 72 is adapted so that theassociated motion thereof is relatively closely correlated to thebending of the door beam 92. For example, in an alternative mountingarrangement, the coil 14, 72 might be operatively associated with theouter skin 90 of the door 78 if the associated signal therefrom weresufficiently consistent and if acceptable to the car maker. For example,a CAE (Computer Aided Engineering) analysis involving both crashstructural dynamics and/or electromagnetic CAE can be utilized todetermine or optimized the size, shape, thickness—i.e. geometry—of thecoil 14, 72 that both satisfies associated packaging requirements withinthe door 78 and provides sufficient crash detection capability. Theposition of the coil 14, 72 may be chosen so that a signal from the coil14, 72 provides for optimizing responsiveness to a measure of crashintrusion for ON crashes, while also providing for sufficient immunityto OFF crashes, for both regulatory and real world crash modes. Forexample, the coil 14, 72 operatively associated with the door beam 92may be adapted to be responsive to the inner panel 84, a conductiveelement 80, 86 operatively associated therewith, the outer skin 90, or aconductive element 80, 88 operatively associated therewith, eitherindividually or in combination. The bending motion of the door beam 92relative to the inner panel 84 has been found to be most reliable,however the initial motion of the outer skin 90 can be useful foralgorithm entrance and for rapid first estimate of crash speed.

The position, size, thickness of the chosen sensor coil 14, 72 areselected to fit within the mechanical constraints of and within the door78 associated with electrical or mechanical functions such as windowmovement, door 78 locks, etc.

For example, referring to FIGS. 89 and 90, in accordance with a firstembodiment of a coil attachment, the coil 14, 72 is attached to abracket 900 which is clamped between the door beam 92 and a lowerportion 78′ of the door 78, so as to provide for operatively associatingthe coil 14, 72 with the door beam 92 so that the coil 14, 72 willmove—i.e. rotate and translate—relative to the inner panel 84 of thedoor 78 responsive to an inward bending motion of the door beam 92relative thereto responsive to a crash. The bracket 900 comprises asaddle portion 902 at a first end 900.1 thereof that shaped—, e.g.having a similarly shaped contour—so as to provide for engaging the doorbeam 92. A second end 900.2 of the bracket 900 is adapted to wedge intoa lower portion 78′ of the door 78, for example, to engage a preexistingweep hole 904, an added hole, on an inboard side of the lower portion78′ of the door 78. A central portion 900.3 of the bracket 900 isprovided with a hollow portion 906 which is adapted with a bolt 908that, when tightened, provides for collapsing the hollow portion 906 andthereby elongating the bracket 900, so that the bracket 900—with thecoil 14, 72 attached thereto—becomes clamped between the door beam 92and the lower portion 78′ of the door 78. For example, the coil 14, 72may be attached to the bracket 900 using the bolt 908, wherein the coil14, 72 is located on the side of the bracket 900 proximate to the innerpanel 84 of the door 78. Accordingly, the coil 14, 72 is located belowthe window 910 and associated window guides 912 within the door 78.Alternatively, the second end 900.2 of the bracket 900 could be fastenedto the lower portion 78′ of the door 78, for example, by bolting,riveting, welding or bonding, and the bracket 900 could be designed tobend allowing the coil 14, 72 to approach the inner panel 84 as the doorbeam 92 bends inwardly. Alternatively, the bracket 900 could be adaptedto provide for connecting the first end 900.1 to the door beam 92 byeither a scissors-type mechanism, or with a lip to provide forattachment thereto using a worm-gear type clamp at least partiallyaround the door beam 92.

The bracket 900, for example, may be constructed of either aferromagnetic material, e.g. steel, some other conductive material, e.g.aluminum, or a non-conductive material, e.g. plastic. A nonconductivebracket 900 could increase the coil sensitivity of the coil 14, 72 torelative motion of other conductive target structures while a conductivebracket 900 could provide directional shielding to lessen the signalfrom the coil 14, 72 responsive to conductive door structures on theside of the bracket 900. A bracket could be made of both materials, forexample, a steel part that is welded to the beam and a plastic part thatis bolted to the steel part to provide for easy attachment of the coiland bracket to the beam.

For another example, referring to FIG. 91, in accordance with a secondembodiment of a coil attachment, the coil 14, 72 is attached to abracket 914 that depends from the door beam 92, for example, by weldingthereto, attachment to a flange dependent therefrom, or using any typelocking clip-on or clamp technique that would cooperate with either ahole in the door beam 92 or a protrusion therefrom.

The bending of the door beam 92 responsive to a crash is relativelyconsistent and predictable, wherein the amount of bending isproportional to total crash energy and the rate of bending isproportional to crash speed. The material properties of the door beam92, e.g. relatively high yield strength, provide for relatively moreuniform beam flexing sustained over significant beam bending.Furthermore, the strength and end mounting of the door beam 92 providesfor relatively similar bending patterns regardless of the location onthe door beam 92 where a crash force is applied. Abuse impacts to thedoor by lower mass, higher speed objects will generally cause theprimary door beam 92 to deflect a small amount, but possibly at aninitially high rate of speed. Abuse impacts to the door by higher mass,low speed objects may result in larger total main door beam 92deflections, but at a substantially lower rate of the deflection.Mechanical abuse events can be ignored using a signal from the coil 14,72—moving with the door beam 92—responsive to the inner panel 84 of thedoor 78. Although, the coil 14, 72 can be located almost anywhere alongthe door beam 92, locating the coil 14, 72 near the center third of thedoor beam 92 will provide the most consistent response. Also, locatingthe coil 14, 72 relatively near the center of the door beam 92 willprovide for a more rapid displacement of the coil 14, 72 toward theinner panel 84 so as to provide a more rapid increase in thesignal-to-noise ratio of the signal from the coil 14, 72 during a crashevent. Rotation of the door beam 92 during the crash stroke, resultingfrom the off-axis inertia of the coil 14, 72 and its bracket 914, can bereduced by reducing the mass of the coil 14, 72 and bracket 914, and bylocating their combined center of mass relatively close to the height ofthe center of the door beam 92, while avoiding interference withinternal parts of the door 78. Furthermore, rotation of the door beam 92and deflection of the bracket 914 during a relatively high accelerationof the door beam 92 during an ON crash event can be reduced if thebracket 914 attaching the coil 14, 72 to the door beam 92 is made of arelatively high stiffness but low mass material. Generally, a pole crashwould engage the door beam 92 for almost any impact location along thedoor and most cars are designed so that the door beam 92 will engage thebumpers of regulatory MDB (Moving Deformable Barrier) impacts, makingmotion of the door beam 92 a reliable indicator of crash severity formany crash types.

Furthermore, the region below the door beam 92 in many doors 78 isrelatively unused, often providing ample space for packaging a coil 14,72 that will not conflict with existing/future door design and interiorequipment. More particularly, in this location, the door window glass910 would typically not constrain the placement of the coil 14, 72relative to the surface(s) to be sensed, so the size (and cost) of thecoil 14, 72 can be reduced and the coil-to-target initial distance canbe optimized to give a larger signal (increased SNR) during the sensingtime.

Yet further, a coil 14, 72 in cooperation with the inner panel 84 of thedoor 78 can provide for relatively less susceptibility to motion ofmetal inside the vehicle cabin in comparison with a coil operativelycoupled to the inner panel 84 if near an access hole.

However, a system using a coil 14, 72 attached to the door beam 92 maybe susceptible to delayed or inconsistent performance when an impactingvehicle has a bumper that is sufficiently high so as to not directlyengage the door beam 92 during a collision therewith. Furthermore,vibration of the coil 14, 72 attached to the door beam 92 duringoperation of the vehicle may need to be controlled. For some door beam92 cross-sectional profiles, for example, cross-sectional profiles thatare not substantially curved or round, such as rectangular or squarecross-sectional profiles, the associated door beam 92 may exhibit eitherunacceptable or unpredictable rotation during variable impacts such thata coil 14, 72 attached thereto may not provide a consistent and reliablesignal for determining crash severity, particularly if the coil 14, 72is not mounted sufficiently near the height of the center of the doorbeam 92.

The magnetic crash sensor 10.1 ^(iv), 10.1 ^(v) may be adapted to senseboth the motion of the outer skin 90 of the door moving towards the coil14, 72 and the motion of the coil 14, 72 towards the inner panel 84,which would provide for a relatively rapid signal to “wake-up” thesensing system, provide a relatively quick indication of the speed ofimpact (e.g. rate of movement of the outer skin 90), and so as toprovide a relatively more complex, feature-right signal that would be asuperposition of signals responsive to both associated relative motions,but for which it is relatively more difficult to ascribe physicalmeaning to the associated response, and which would be more susceptibleto mechanical abuse events of the vehicle.

Alternatively, magnetic crash sensor 10.1 ^(iv) may be adapted toprincipally sense primarily only the relative motion of the door beam 92relative to the inner panel 84, in which case, the coil 14, 72 would bemagnetically shielded or decoupled from the outer skin 90, for example,by incorporating a magnetic shield (which, for example, may also includean eddy current shield as described herein above) into the bracket so asto reduce the magnetic communication between the coil 14, 72 and theouter skin 90 of the door 78 or by initially placing the coil 14, 72substantially closer to the inner panel 84 than to the outer skin 90 sothat motion of the outer skin 90 causes only a relatively small changein the signal from the coil 14, 72. Such an arrangement would beexpected to provide a relatively delayed response during impact—relativeto the arrangement that is adapted to also be responsive to the outerskin 90—but which would exhibit a relative high immunity to abuseevents—e.g. that would either not cause significant total bending orwould not cause a high bending rate of the door beam 92—whereby a crashcould be discriminated responsive to an associated rate of motion incombination with a minimum or measure of total bending. Such anarrangement would provide for a relatively simple physicalinterpretation of the associated signals as being related to bending ofthe door beam 92 and the associated intrusion thereof towards the innerpanel 84.

The conductive elements 86, 88 each comprise, for example, a thin metalsheet, film or coating, comprising either a paramagnetic or diamagneticmaterial that is relatively highly conductive, e.g. aluminum or copper,and which, for example, could be an integral part of the second portion82 of the door 78. For example, the conductive elements 86, 88 could bein the form of relatively thin plates, a film, a tape (e.g. aluminum orcopper), or a coating that is mounted on, applied to, or integrated withexisting or supplemental structures associated with the inner panel 84and the inside surface of the outer skin 90 of the door 78 respectively.

The frequency of the oscillator 98 is adapted so that the correspondingoscillating magnetic field generated by the at least one coil 14, 72both provides for generating the associated eddy currents 102 in theconductive elements 86, 88, and is magnetically conducted through theferromagnetic elements of the door 78 and proximate structure of thevehicle 12.

The at least one coil 14, 72 is responsive to both the first magneticfield 94 generated by the at least one coil 14, 72 and a second magneticfield 104 generated by the eddy currents 102 in the conductive elements86, 88 responsive to the first magnetic field 94. The self-impedance ofthe coil 14, 72 is responsive to the characteristics of the associatedmagnetic circuit, e.g. the reluctance thereof and the affects of eddycurrents in associated proximal conductive elements. Accordingly, thecoil 14, 72 acts as a combination of a passive inductive element, atransmitter and a receiver. The passive inductive element exhibitsself-inductance and self resistance, wherein the self-inductance isresponsive to the geometry (coil shape, number of conductors, conductorsize and cross-sectional shape, and number of turns) of the coil 14, 72and the permeability of the associated magnetic circuit to which theassociated magnetic flux is coupled; and the self-resistance of the coilis responsive to the resistivity, length and cross-sectional area of theconductors constituting the coil 14, 72. Acting as a transmitter, thecoil 14, 72 generates and transmits a first magnetic field 94 to itssurroundings, and acting as a receiver, the coil 14, 72 generates avoltage responsive to a time varying second magnetic field 104 generatedby eddy currents in associated conductive elements within thesurroundings, wherein the eddy currents are generated responsive to thetime varying first magnetic field 94 generated and transmitted by thecoil 14, 72 acting as a transmitter. The signal generated by the coil14, 72 responsive to the second magnetic field 104 received by the coil14, 72, in combination with the inherent self-impedance of the coil 14,72, causes a complex current within or voltage across the coil 14, 72responsive to an applied time varying voltage across or current throughthe coil 14, 72, and the ratio of the voltage across to the currentthrough the coil 14, 72 provides an effective self-impedance of the coil14, 72, changes of which are responsive to changes in the associatedmagnetic circuit, for example, resulting from the intrusion ordeformation of proximal magnetic-field-influencing—e.g. metal—elements.

The at least one coil 14, 72 is operatively coupled to a signalconditioner/preprocessor circuit 114, which, for example, provides forpreamplification, filtering, synchronous demodulation, and analog todigital conversion of the associated signal(s) therefrom, e.g. asdescribed hereinabove. The signal conditioner/preprocessor circuit 114is operatively coupled to a processor 116 which processes the signaltherefrom, thereby providing for discriminating a crash, and controllingan associated safety restraint actuator 110—e.g. a side air baginflator—operatively coupled thereto. More particularly, the signalconditioner/preprocessor circuit 114 provides for determining a measureresponsive to the self-impedance of the at least one coil 14, 72responsive to an analysis of the complex magnitude of the signal fromthe at least one coil 14, 72, for example, in relation to the signalapplied thereto by the associated oscillator 98. For example, in oneembodiment, the signal conditioner/preprocessor circuit 114, coil driver96, oscillator 98 and processor 108 are incorporated in an electroniccontrol unit 120 that is connected to the at least one coil 14, 72 withstandard safety product cabling 122, which may include associatedconnectors.

In operation, the magnetic crash sensor 10.1 ^(iv), 10.1 ^(v) provides ameasure of the relative motion of the door beam 92 relative to the innerpanel 84 and/or the outer skin 90 of the door 78, for example, as causedby a crushing of the outer skin 90 of the door 78 or the bending of thedoor beam 92 responsive to a side-impact of the vehicle 12. Duringnon-crash conditions, an oscillating magnetic field resulting from thecombination of the first 94 and second 104 magnetic fields would besensed by the at least one coil 14, 72. If an object impacted the outerskin 90 of the door 78 causing a physical deflection thereof, then thisoscillating magnetic field would be perturbed at least in part bychanges in the second magnetic field 104 caused by movement ordeformation of the associated first conductive element 80, 86 and theassociated changes in the associated eddy currents 102 therein. If theimpact is of sufficient severity, then the door beam 92 and theassociated coil 14, 72 would also be moved or deformed thereby, causingadditional changes in the associated eddy currents 102 in the firstconductive element 80, 86 and the corresponding second magnetic field104. Generally, the door beam 92 would not be significantly perturbedduring impacts that are not of sufficient severity to warrant deploymentof the associated safety restraint actuator 110, notwithstanding thatthere may be substantial associated deformation of the outer skin 90 ofthe door 78. Accordingly, in one embodiment, a magnetic crash sensor10.1 ^(iv) might incorporate the first conductive element 88, and notthe first conductive element 86.

Responsive to a crash with an impacting object of sufficient energy todeform the at least one conductive element 80, changes to the shape orposition of the at least one conductive element 80 relative to the atleast one coil 14, 72, or vice versa, affect the magnetic fieldaffecting the at least one coil 14, 72. A resulting signal ispreprocessed by the signal conditioner/preprocessor circuit 114, whichprovides for measuring the signal across the at least one coil 14, 72and provides for measuring the signal applied thereto by the associatedcoil driver 96. The signal conditioner/preprocessor circuit 114—alone,or in combination with another processor 116—provides for decomposingthe signal from the at least one coil 14, 72 into real and imaginarycomponents, for example, using the signal applied by the associated coildriver 96 as a phase reference.

Referring to FIGS. 92 a, 92 b and 93, in accordance with a firstembodiment of a fourth aspect 10.4, a magnetic sensor 10 operativelyassociated with a vehicle 12 comprises a plurality of coil elements 14electrically connected in series and distributed across a sensing region1016 adapted so as to cooperate with various associated differentportions 20.1, 20.2, 20.3, 20.4 and 20.k of the vehicle 12. The variouscoil elements 14 can be either non-overlapping as illustrated in FIG. 92a, over-lapping as illustrated in FIG. 92 b, or, as illustrated in FIG.92 c, some of the coil elements 14 (L₁′, L₂′) may be overlapping, andother of the coil elements (L₃′, L₄′, . . . L_(K)′) may benon-overlapping. A time-varying signal source 1020 comprising a signalgenerator 1022 generates at least one time-varying signal 241024 that isoperatively coupled to the plurality of coil elements 14, for example,through a coil driver 202. For example, referring to FIG. 93, inaccordance with the first embodiment, the plurality of coil elements 14comprise a plurality of k conductive coil elements L₁′, L₂′, L₃′, L₄′, .. . L_(K)′, each of which can be modeled as an associatedself-inductance L₁, L₂, L₃, L₄, . . . L_(K), in series with acorresponding resistance R₁, R₂, R₃, R₄, . . . R_(K). The plurality ofcoil elements 14 are connected in series, a time-varying voltage signalv from a time-varying voltage source 1020.1 applied across the pluralityof coil elements 14 through a sense resistor R_(S), which causes aresulting current i to flow through the associated series circuit 242.Each of the associated coil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′generates an associated magnetic field component 140.1, 140.2, 140.3,140.4, . . . 140.k responsive to the geometry thereof and to the currenti therethrough. The associated magnetic field components 140.1, 140.2,140.3, 140.4, . . . 140.k interact with the associated differentportions 20.1, 20.2, 20.3, 20.4 and 20.k of the vehicle 12, whichaffects the effective impedance Z₁, Z₂, Z₃, Z₄, . . . Z_(K) of theassociated coil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, therebyaffecting the complex magnitude of the associated current i through theassociated series circuit 242. A detection circuit 1032.1 comprising asignal conditioner/preprocessor circuit 114 senses the current i througheach of the plurality of coil elements 14 from an associated voltagedrop across the sense resistor R_(S). The at least one time-varyingsignal 1024, or a signal representative thereof from the signalgenerator 1022, and a signal from the signal conditioner/preprocessorcircuit 114 at least representative of the response current i, areoperatively coupled to a processor 204 of the detection circuit 1032.1which provides for determining a detected signal 1038 comprising ameasure responsive to the impedance Z₁, Z₂, Z₃, Z₄, . . . Z_(K) of theassociated coil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, responsive towhich a controller 1040 provides for controlling an actuator 1042,either directly or in combination with a second confirmatory signal froma second sensor, e.g. a second crash sensor, or for providing associatedinformation to the driver or occupant of the vehicle 12, or to anothersystem. For example, the actuator 1042 may comprise a safety restraintsystem, e.g. an air bag inflator (e.g. frontal, side, overhead, rear,seat belt or external), a seat belt pretensioning system, a seat controlsystem, or the like, or a combination thereof.

With the plurality of coil elements 14 connected in series, the currenti through the series circuit 242, and the resulting detected signal1038, is responsive associated sensed signal components from each of thecoil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, wherein each sensedsignal component would correspond to the associated respective impedanceZ₁, Z₂, Z₃, Z₄, . . . Z_(K) of the respective coil element L₁′, L₂′,L₃′, L₄′, . . . L_(K)′, wherein the associated respective impedances Z₁,Z₂, Z₃, Z₄, . . . Z_(K) of the associated coil elements L₁′, L₂′, L₃′,L₄′, . . . L_(K)′ are responsive to the associated respective magneticfield components 140.1, 140.2, 140.3, 140.4, . . . 140.k responsive tothe associated interactions of the respective coil elements L₁′, L₂′,L₃′, L₄′, . . . L_(K)′ with the respective different portions 20.1,20.2, 20.3, 20.4 and 20.k of the vehicle 12. Accordingly, the detectedsignal 1038 provides for detecting a change in a magnetic condition of,or associated with, the vehicle 12, for example, as might result fromeither a crash or a proximate interaction with another vehicle. Theplurality of coil elements are adapted to span a substantial region 1044of a body or structural element 1046 of the vehicle 12, wherein the bodyor structural element 1046 of the vehicle 12 is susceptible todeformation responsive to a crash, or is susceptible to some otherinteraction with another vehicle that is to be detected. Accordingly, adetected signal 1038 responsive to the current i through the pluralityof coil elements 14 distributed over a substantial region 1044 of a bodyor structural element 1046 of the vehicle 12, in a series circuit 242driven by a time-varying voltage signal v across the series combinationof the plurality of coil elements 14, provides for detecting from asingle detected signal 1038 a change in a magnetic condition of, orassociated with, the vehicle 12 over the associated substantial region1044 of the body or structural element 1046 of the vehicle 12, so as toprovide for a magnetic sensor 10 with relatively broad coverage.

In accordance with a fifth aspect 10.5 of the magnetic sensor 10, aplurality of response signals are measured each responsive to differentcoil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′ or subsets thereof.Referring to FIG. 94, in accordance with a first embodiment of the fifthaspect 10.5 of the magnetic sensor 10, the time-varying signal source1020 comprises a time-varying current source 1020.2, and the associateddetection circuit 1032.2 is responsive to at least one voltage signalv₁, v₂, v₃, v₄, . . . v_(K) across at least one of the correspondingcoil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′. For example, in thefirst embodiment illustrated in FIG. 94, each of the voltage signals v₁,v₂, v₃, v_(d), . . . v_(K) across each of the corresponding coilelements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′ is measured by the detectioncircuit 1032.2, for example, by an associated processor 204incorporating associated signal conditioner and preprocessor circuits114, e.g. corresponding differential amplifiers 1048 and A/D converters1050 operatively coupled across each of the coil elements L₁′, L₂′, L₃′,L₄′, . . . L_(K)′, so as to provide for generating at least one detectedsignal 1038 responsive to the impedances Z₁, Z₂, Z₃, Z₄, . . . Z_(K) ofthe associated respective coil elements L₁′, L₂′, L₃′, L₄′, . . .L_(K)′.

Referring to FIG. 95, in accordance with a second embodiment of thefifth aspect 10.5 of the magnetic sensor 10, the plurality of coilelements 14 connected in a series circuit 242 are driven by atime-varying voltage source 1020.1 comprising a signal generator 221022operatively coupled to a coil driver 202. The current i through theseries circuit 242 is measured by the processor 204 from the voltagedrop across a sense resistor R_(S) in the series circuit 242,conditioned by an associated signal conditioner/preprocessor circuit 114operatively coupled to the processor 204. Each of the voltage signalsv₁, v₂, v₃, v₄, . . . v_(K) across each of the coil elements L₁′, L₂′,L₃′, L₄′, . . . L_(K)′ are also measured by the processor 204 usingassociated signal conditioner and preprocessor circuits 114 operativelycoupled therebetween, so as to provide for measuring—i.e. at leastgenerating a measure responsive to—the corresponding impedances Z₁, Z₂,Z₃, Z₄, . . . Z_(K) of each of the corresponding respective coilelements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, so as to provide forgenerating a measure responsive to the localized magnetic conditions of,or associated with, the vehicle 12 over the associated substantialregion 1044 of the body or structural element 1046 of the vehicle 12associated with the different portions 20.1, 20.2, 20.3, 20.4 and 20.kof the vehicle 12 associated with the corresponding respective coilelements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′.

The at least one time-varying signal 1024 from the time-varying signalsource 1020 may comprise either an oscillatory or pulsed waveform. Forexample, the oscillatory waveform may comprise a sinusoidal waveform, atriangular ramped waveform, a triangular sawtooth waveform, a squarewaveform, or a combination thereof, at a single frequency or a pluralityof different frequencies; and the pulsed waveform may comprise any ofvarious pulse shapes, including, but not limited to, a ramp, a sawtooth,an impulse or a rectangle, at a single pulsewidth or a plurality ofdifferent pulsewidths. Frequency diversity techniques can provideinformation about deformation depth or deformation rate of theassociated different portions 20.1, 20.2, 20.3, 20.4 and 20.k of thevehicle 12 being sensed, and can also provide for improveelectromagnetic compatibility and immunity to external electromagneticnoise and disturbances.

Referring to FIG. 96, in accordance with the first embodiment of thefourth aspect 10.4 of the magnetic sensor 10, a plurality of pluralityof coil elements 14 electrically in series with one another constitutinga distributed coil 124 operatively associated with, or mounted on, anassociated substrate 138 are illustrated operating in proximity to amagnetic-field-influencing object 1064—e.g. either ferromagnetic,conductive, or a combination thereof—constituting either a secondportion 20, 82 of a vehicle 12, or at least a portion of an object 1064′distinct the vehicle 12, e.g. a portion of another vehicle. Referringalso to FIG. 92, different coil elements L₁′, L₂′, L₃′, L₄′, . . .L_(K)′ are adapted with different geometries, e.g. different associatednumbers of turns or different sizes, so as to provide for shaping theassociated magnetic field components 140.1, 140.2, 140.3, 140.4, . . .140.k, so as to in shape the overall magnetic field 140 spanning thesensing region 1016, for example, so that the associated magnetic fieldcomponents 140.1, 140.2, 140.3, 140.4, . . . 140.k are stronger—e.g. byusing a greater number of turns for the associated coil elements L₁′,L₂′, L₃′, L₄′, . . . L_(K)′—proximate to different portions 20.1, 20.2,20.3, 20.4 and 20.k that are nominally less magnetically influential onthe associated impedances Z₁, Z₂, Z₃, Z₄, . . . Z_(K) of the associateddifferent coil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, than othercoil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′. For example, in theembodiment illustrated in FIG. 92, coil elements L₁′, L₂′ and L_(K)′ areillustrated each comprising one turn, coil element L₃′ is illustratedcomprising two turns, and coil element L₄′ is illustrated comprisingthree turns, wherein the number of turns is inversely related to therelative proximity of the associated corresponding different portions20.1, 20.2, 20.3, 20.4 and 20.k of the vehicle 12 to the correspondingcoil elements L₁′, L₂′, L₃′, L₄′, . . . L_(K)′, respectively.Accordingly, the plurality of coil elements 14 are adapted so as toprovide for shaping the associated magnetic field 140 responsive to atleast one magnetic-field influencing property of at least one secondportion 20, 82 of the vehicle 12 in proximity to the plurality of coilelements 14. The shaping of the composite distributed magnetic field 140provides for normalizing the affect of a change in the associatedmagnetic condition of the associated magnetic-field-influencing object1064 being sensed over the length or area of the associated sensingregion 1016, and also provides for increasing the sensitivity of themagnetic sensor 10 in locations where necessary, and/or decreasing thesensitivity of the magnetic sensor 10 in other locations wherenecessary.

Referring again to FIGS. 11 a, 11 b, 12, 13, 14 a, 14 b, 15 a, 15 b, 16,17 a and 17 b, it should be appreciated that the various embodiments ofthe coils 14.2-14.8 illustrated therein can also be used as thedistributed coil 124 in accordance with the fourth aspect 10.4 of themagnetic sensor 10, so as to provide for a set of an associatedplurality of coil elements 14 that are electrically connected in seriesand distributed across a sensing region 1016 adapted so as to cooperatewith various associated different portions 20.1, 20.2, 20.3, 20.4 and20.k of the vehicle 12.

Referring to FIG. 97, in accordance with a sixth aspect 10.6 of themagnetic sensor 10, the plurality of coil elements 14 are grouped into aplurality of subsets 1078, for example, in an embodiment thereof, first1078.1, second 1078.2 and third 1078.3 subsets of coil elements 14,wherein the coil elements 14 in each subset 1078 are connected inseries, a series combination of the first 1078.1 and second 1078.2subsets of coil elements 14 are driven by a first time-varying signalsource 1080.1, i.e. a first time-varying voltage source 1080.1,comprising a first coil driver 202.1 driven by a first signal generator1022.1, and the third subset 1078.3 of coil elements 14—electricallyseparated from the first 1078.1 and second 1078.2 subsets—is driven by asecond time-varying signal source 1080.2, i.e. a second time-varyingvoltage source 1080.2, comprising a second coil driver 202.2 driven by asecond signal generator 1022.2. A first time-varying voltage signal v.1from the first time-varying voltage source 1080.1 generates a firstcurrent i.1 in the series combination of the first 1078.1 and second1078.2 subsets of coil elements 14, which is sensed by a first signalconditioner/preprocessor circuit 114.1 responsive to the associatedvoltage drop across a first sense resistor R_(S1). The first subset1078.1 of coil elements 14 comprises a series combination of two coilelements L₁′ and L₂′, across which a second signalconditioner/preprocessor circuit 114.2 provides for measuring a voltagedrop thereacross, which together with the first current i.1, providesfor an associated processor 204 to generate a measure of the impedanceZ₁ of the first subset 1078.1 of coil elements 14. Similarly, the secondsubset 1078.2 of coil elements 14 comprises a series combination of twocoil elements L₃′ and L₄′, across which a third signalconditioner/preprocessor circuit 114.3 provides for measuring a voltagedrop thereacross, which together with the first current i.1, provide forthe associated processor 204 to generate a measure of the impedance Z₂of the second subset 1078.2 of coil elements 14. A second time-varyingvoltage signal v.2 from the second time-varying voltage source 1080.2generates a second current i.2 in the third subset 1078.3 of coilelements 14, which is sensed by a fourth signal conditioner/preprocessorcircuit 114.4 responsive to the associated voltage drop across a secondsense resistor R_(S2). The third subset 1078.3 of coil elements 14comprises a series combination of three coil elements L₅′, L₆′ and L₇′,across which a fifth signal conditioner/preprocessor circuit 114.5provides for measuring a voltage drop thereacross, which together withthe second current i.2, provides for an associated processor 204 togenerate a measure of the impedance Z₃ of the third subset 1078.3 ofcoil elements 14. Accordingly, the sixth aspect 10.6 of the magneticsensor 10 provides for applying different time-varying signals 24 todifferent subsets 1078 of coil elements 14, wherein the differenttime-varying signals 24 may comprise different magnitudes, waveforms,frequencies or pulsewidths, etc. The sixth aspect 10.6 of the magneticsensor 10 also provides for measuring a plurality of impedances Z of aplurality of different subsets 1078 of coil elements 14, so as toprovide for localized measures of the associated magnetic condition ofthe vehicle 12. The associated voltage measurements associated with thecorresponding impedance measurements can be either simultaneous ormultiplexed. Furthermore, the magnetic sensor 10 may be adapted so as toprovide for measurements of both individual subsets 1078 of coilelements 14 and of the overall series combination of a plurality ofsubsets 1078 of coil elements 14, wherein the particular measurementsmay be chosen so as to provide localized measurements of some portions20 of the vehicle 12 in combination with an overall measurement toaccommodate the remaining portions 20, so as to possibly provide for aspatial localization of perturbations to the magnetic condition of thevehicle 12, or the rate of deformation or propagation of a magneticdisturbance, for example, as may result from a crash or proximity ofanother vehicle. It should be understood that a variety of measures maybe used by the associated detection circuit 32, for example, impedanceZ, a voltage signal from the associated signal conditioner/preprocessorcircuit 114, or in-phase and/or quadrature-phase components of thevoltage signal from the associated signal conditioner/preprocessorcircuit 114. For example, a comparison of the ratio of a voltage from asubset 1078 of coil elements 14 to the voltage across the entireassociated distributed coil 124 can provide for mitigating the affectsof noise and electromagnetic susceptibility.

Referring to FIG. 98, in accordance with an embodiment of a seventhaspect 10.7 of a magnetic sensor 10, the plurality of coil elements 14are arranged in a two-dimensional array 1082 on a substrate 138 so as toprovide for sensing a change in a magnetic condition of the vehicle 12over an associated two-dimensional sensing region 1084. For example, inaccordance with a first embodiment, the two-dimensional array 1082comprises m rows 1086 and n columns 1088 of associated coil elements 14,wherein different columns 1088 are at different X locations, anddifferent rows 1086 are at different Y locations of a Cartesian X-Ycoordinate system. In the first embodiment, the m×n two-dimensionalarray 1082 is organized in a plurality of subsets 1078, for example, afirst subset 1078.1 comprising rows 1086 numbered 1 and 2 of thetwo-dimensional array 1082, the next n subsets 1078.3-1078.3+nrespectively comprising the individual coil elements 14 of the third row1086, and the last subset 1078.x comprising the last (m^(th)) row of thetwo-dimensional array 1082. Each subset 1078 comprises either a singlecoil element 14 or a plurality of coil elements 14 connected in series,and provides for a relatively localized detection of the magneticcondition of the vehicle 12 responsive to the detection of an associatedmeasure responsive to the impedance Z of the associated subset 1078 ofcoil elements 14, using a detection circuit 32, for example, similar tothat described hereinabove in accordance with other embodiments oraspects of the magnetic sensor 10. It should be understood that theplurality of coil elements 14 in accordance with the seventh aspect 10.7of a magnetic sensor 10 need not necessarily be arranged in a Cartesiantwo-dimensional array 1082, but alternatively, could be arranged inaccordance with some other pattern spanning a two-dimensional space, andfurthermore, could also be arranged so in accordance with a patternspanning a three-dimensional space, for example, by locating at leastsome coil elements 14 at different distances from an underlyingreference surface. The geometry—e.g. shape, size, number of turns, orconductor size or properties—of a particular coil element 14 and theassociated substrate 138 if present can be adapted to provide forshaping the overall magnetic field 140 spanning the sensing region 1016.For example, the coil elements 14 can be formed on or constructed from aflexible printed circuit board (PCB) or other flexible or rigid flatmounting structure, and, for example, the resulting assembly 1090 ofcoil elements 14 may be encapsulated for environmental protection or tomaintain the necessary shape and/or size for proper operability thereofin cooperation with the vehicle 12. Different subsets 1078 of coilelements 14 may be driven with different time-varying signals 24, forexample, each with an associated waveform or pulse shape, frequency,frequency band or pulse width, and amplitude adapted to the particularsubset 1078 of coil elements 14 so as to provide for properlydiscriminating associated crash events or proximate objects as necessaryfor a particular application.

The fourth through seventh aspects 10.4-10.7 of the magnetic sensor 10provides for detecting deformation and/or displacement of associated atleast one magnetic-field-influencing object 1064 constituting portions20 of the vehicle 12 responsive to a crash, and/or provides fordetecting the proximity or approach of an approaching or proximateexternal magnetic-field-influencing object 1064, within the sensingrange of at least one coil elements 14 of the plurality of coil elements14 distributed across either one-, two- or three-dimensional space. Theplurality of coil elements 14 driven by at least one time-varying signal1024 exhibit a characteristic complex impedance Z which is affected andchanged by the influence of a proximate magnetic-field-influencingobject 1064 and/or deformation or displacement of associatedmagnetic-field-influencing portions 20′ of the vehicle 12 in proximateoperative relationship to coil elements 14 of the plurality of coilelements 14. Measurements of the voltage v across and current i throughthe coil elements 14 provide associated time varying sensed signals 1094that provide for generating at least one detected signal 1038 responsivethereto and responsive to, or a measure of, the associated compleximpedance Z of the associated plurality or pluralities of coil elements14 or subsets 1078 thereof, which provides for a measure responsive tothe dynamics of an approaching external magnetic-field-influencingobject 1064, 1064′ (e.g. metal, metalized or ferromagnetic), orresponsive to the dynamics of deformation of the at least onemagnetic-field-influencing object 1064 constituting portions 20 of thevehicle 12 responsive to a crash, and which are in operative proximaterelationship to the plurality or pluralities of coil elements 14 orsubsets 1078 thereof. The time varying sensed signals 1094 areresponsive to ferromagnetic and eddy current affects on the associatedcomplex impedance Z of each of the associated plurality or pluralitiesof coil elements 14 or subsets 1078 thereof spanning a substantialregion 1044 of a body or structural element 1046 to be sensed.

In accordance with an aspect of the magnetic sensor 10, either thegeometry of first L₁′ and at least second L₂′ coil elements associatedwith different first 20.1 and at least second 20.2 portions of thevehicle 12, the associated at least one time-varying signal 1024, or anassociated at least one detection process of an associated at least onedetection circuit 32, are adapted so as to provide that a first responseof the at least one detection circuit 32 to a first sensed signalcomponent from a first coil element L₁′ is substantially normalized—e.g.with respect to respective magnitudes or signal-to-noise rations of theassociated sensed signal components—with respect to at least a secondresponse of the at least one detection circuit 32 to at least a secondsensed signal component from at least the second coil element L₂′ for acomparably significant crash or proximity stimulus or stimuli affectingthe first 20.1 and at least second 20.2 portions of the vehicle 12.Accordingly, in addition to being distributed over a region of spaceassociated with an associated sensing region 1016, for an associatedsensing region 1016 spanning different portions 20.1, 20.2, 20.3, 20.4and 20.k of the vehicle 12 that are magnetically different in theirassociated influence on the associated plurality of coil elements 14, atleast one of at least one geometry of the plurality of coil elements 14,the at least one time-varying signal 1024, and at least one detectionprocess is adapted so that at least one of a first condition, a secondcondition and a third condition is satisfied so as to provide that afirst response of the at least one detection circuit 32 to a firstsensed signal component from a first coil element L₁′ is substantiallynormalized with respect to at least a second response of the at leastone detection circuit 32 to at least a second sensed signal componentfrom at least the second coil element L₂′ for a comparably significantcrash stimulus or stimuli affecting the first 20.1 and at least second20.2 portions of the vehicle 12.

The first condition is satisfied if the geometry—e.g. the size, shape,or number of turns—of the first L₁′ and at least a second L₂′ coilelement are different. For example, referring to FIG. 92, the first coilelement L₁′ being relatively closer in proximity to the correspondingfirst portion 20.1 of the vehicle 12 has fewer turns than thecorresponding third L₃′ or fourth L₄′ coil elements which are relativelyfurther in proximity to the corresponding third 20.3 and fourth 20.4portions of the vehicle 12, respectively.

The second condition is satisfied if a first time-varying signal 1024.1operatively coupled to a first coil element L₁′ is different from atleast a second time-varying signal 1024.2 operatively coupled to atleast a second coil element L₂′. For example, referring to FIG. 97 or98, at least two different coil elements 14 or subsets 1078 thereof aredriven by different associated time-varying signal sources 1080.1 and1080.2. If the associated different coil elements 14 each havesubstantially the same geometry, but have a different magnetic couplingto the associated first 20.1 and at least second 20.2 different portionsof the vehicle 12, e.g. as illustrated in FIG. 92, then different coilelements 14 could be driven with different associated levels of theassociated time-varying signals 24.1 and 24.2, e.g. a coil element 14 ofcloser proximity to the associated portion 20 of the vehicle 12 beingdriven at a lower voltage than a coil element 14 of further proximity,so that strength of the associated corresponding magnetic fieldcomponents 140.1, 140.2 are inversely related to the associated magneticcoupling, so that the affect on the detected signal 1038 of a change inthe first portion 20.1 of the vehicle 12 is comparable to the affect onthe detected signal 1038 of a change in the second portion 20.2 of thevehicle 12 for each change corresponding to a relatively similar crashor proximity stimulus or stimuli affecting the first 20.1 and at leastsecond 20.2 portions of the vehicle 12.

The third condition is satisfied if a first detection process of the atleast one detection circuit 32 operative on a first sensed signalcomponent from or associated with a first coil element L₁′ is differentat least a second detection process of the at least one detectioncircuit 32 operative on at least a second sensed signal component fromor associated with at least a second coil element L₂′. For example, theassociated signal gain associated with processing different signals fromdifferent coil elements 14 can be different, e.g. the signal from a coilelement 14 of closer proximity to an associated first portion 20.1 ofthe vehicle 12 could be amplified less than the signal from a coilelement 14 of further proximity to an associated second portion 20.2 ofthe vehicle 12, so that the affect on the detected signal 1038 of achange in the first portion 20.1 of the vehicle 12 is comparable to theaffect on the detected signal 1038 of a change in the second portion20.2 of the vehicle 12 for each change corresponding to a relativelysimilar crash or proximity stimulus or stimuli affecting the first 20.1and at least second 20.2 portions of the vehicle 12.

Referring to FIGS. 99 a, 99 b, 100 a and 100 b, in accordance with aneighth aspect 10.8 of a magnetic sensor 10, at least one relativelylarger coil element L₁′ of the plurality of coil elements 14 at leastpartially surrounds at least another relatively smaller coil element L₂′of the plurality of coil elements, wherein both the relatively largercoil element L₁′ and the relatively smaller coil element L₂′ areassociated with the same general sensing region 1016, but each exhibitseither a different sensitivity thereto or a different span thereof. Forexample, referring to FIGS. 99 a and 99 b, in accordance with a firstembodiment of the seventh aspect 10.7 of a magnetic sensor 10, a firstrelatively larger coil element L₁′ surrounds a second relatively smallercoil element L₂′, wherein both coil elements L₁′, L₂′ may be eitherdriven by the same oscillatory or pulsed time-varying signal source201020; or by different oscillatory or pulsed time-varying signalsources 20, each providing either the same or different time-varyingsignals 24, wherein different time-varying signals 24 could differ bysignal type, e.g. oscillatory or pulsed, waveform shape, oscillationfrequency or pulsewidth, signal level or power level. The numbers ofturns of the coil elements L₁′, L₂′, or the associated heights thereof,can be the same or different as necessary to adapt the relativesensitivity of the relatively larger coil element L₁′ in relation to therelatively smaller coil element L₂′ responsive to particular features ofa particular magnetic-field-influencing object 1064 being sensed. Forexample, the relatively larger coil element L₁′ could have either thesame, a greater number, or a lesser number of turns relative to therelatively smaller coil element L₂′, or the relatively larger coilelement L₁′ could have either the same, a greater, or a lesser heightthan the relatively smaller coil element L₂′. Referring to FIGS. 99 aand 99 b, the relatively larger coil element L₁′ and the relativelysmaller coil element L₂′ are adapted to sense the inside of a door 78 ofthe vehicle 12, and are substantially concentric with the associatedrespective centers 1122, 1124 being substantially aligned with anassociated door beam 92 constituting a substantialmagnetic-field-influencing object 1064 to be sensed, wherein therelatively smaller coil element L₂′ would be relatively more sensitiveto the door beam 92 than the relatively larger coil element L₁′, thelatter of which would also be responsive to relatively upper and lowerregions of the associated outer skin 90 of the door 78.

Referring to FIGS. 100 a and 100 b, in accordance with a secondembodiment of the eighth aspect 10.8 of the magnetic sensor 10, thecenter 1122 of the relatively larger coil element L₁′ is located belowthe center 1124 of the relatively smaller coil element L₂′, the latterof which is substantially aligned with the door beam 92, so that thesensing region 1016 of the relatively larger coil element L₁′ is biasedtowards the lower portion 78′ of the door 78. Accordingly, the relativeposition of the relatively larger coil element L₁′ in relation to therelatively smaller coil element L₂′ can be adapted to enhance or reducethe associated sensitivity thereof to the magnetic-field-influencingobject 1064 being sensed, or to portions thereof.

Referring to FIGS. 101 and 102, in accordance with an embodiment of aninth aspect 10.9 of the magnetic sensor 10, the magnetic sensor 10comprises first L₁′ and second L₂′ coil elements relatively fixed withrespect to one another and packaged together in a sensor assembly 1132adapted to be mounted on an edge 118 of a door 78 so that the first coilelement L₁′ faces the interior 1136 of the door 78, and the second coilelement L₂′ faces the exterior 1138 of the door 78 towards the proximategap 48, 178 between the edge 118 of the door 78 and an adjacent pillar184, 174, 175, e.g. a B-pillar 174 for a sensor assembly 1132 adapted tocooperate with a front door 78.1. For example, in the embodimentillustrated in FIG. 101, the sensor assembly 1132 is mounted proximateto the striker 170 on a rear edge 118.1 of the door 78, so as to beresponsive to distributed loads from the door beam 92, wherein the frontedge 118.2 of the door 78 attached to the A-pillar 184 with associatedhinges 176. The first L₁′ and second L₂′ coil elements can besubstantially magnetically isolated from one another with a conductiveand/or ferrous shield 1148 therebetween, e.g. a steel plate. The firstcoil element L₁′ is responsive to a deformation of the door 78 affectingthe interior 1136 thereof, e.g. responsive to a crash involving the door78, whereas the second coil element L₂′ is responsive to changes in theproximate gap 48, 178 between the door 78 and the proximate pillar 184,174, 175, e.g. responsive to an opening or deformation condition of thedoor 78. Accordingly, the sensor assembly 1132 mounted so as to straddlean edge 118 of the door 78 provides for measuring several distinctfeatures associated with crash dynamics. The sensor assembly 1132 couldbe mounted on any edge 118 of the door 78, e.g. edges 134.2, 134.1facing the A-pillar 184, B-pillar 174 or on the bottom edge 118.3 of thedoor 78, wherein, for example, the position, size, coil parameters,frequency or pulsewidth of the associated at least one time-varyingsignal 1024, and power thereof, so as to provide for optimizing thediscrimination of a crash from associated detected signal or signals 38,or associated components thereof, associated with the first L₁′ andsecond L₂′ coil elements responsive to deformation of the door 78 andchanges in the associated proximate gap or gaps 48, 178. The sensorassembly 1132 can further incorporate an electronic control unit (ECU)120 incorporating the associated signal conditioner and preprocessorcircuits 114 and an associated detection circuit 32, processor 204 andcontroller 1040. The magnetic sensor 10 can be adapted as a selfcontained satellite utilizing associated shared electronics, or canincorporated shared connectors and mechanical mounting. The associateddetected signal or signals 38, or associated components thereof,associated with the first L₁′ and second L₂′ coil elements can be eitherused together for crash discrimination, or can be used for combinedself-safing and crash discrimination.

Referring to FIG. 103, in accordance with an embodiment of a tenthaspect 10.10 of a magnetic sensor 10, a plurality of coil elements 14,e.g. in a distributed coil 124, together with an associated electroniccontrol unit (ECU) 120, are operatively associated with one or moreside-impact air bag inflator modules 1152, for example, mounted togethertherewith, in a safety restraint system 1154 comprising a combined sidecrash sensing and side-impact air bag inflator module 1156 so as toprovide for a combined side impact crash sensor, one or more gasgenerators 1158, and one or more associated air bags 1160, in a singlepackage. The combined side crash sensing and side-impact air baginflator module 1156 could be placed on or proximate to an interiorsurface 1162 of a door 78, so as to provide for interior deployment ofthe associated one or more air bags 1160 responsive to the sensing of acrash with the associated magnetic sensor 10 responsive to the influenceof a deformation of the door 78 on the associated plurality of coilelements 14 as detected by the associated detection circuit 32 in theelectronic control unit (ECU) 120, and the associated generation of acontrol signal thereby to control the actuation of the associated one ormore gas generators 1158 in the associated one or more side-impact airbag inflator modules 1152. For example, the side-impact air bag inflatormodules 1152 incorporated in the safety restraint system 1154illustrated in FIG. 103 comprise a first side-impact air bag inflatormodule 1152.1 adapted for thorax protection, and a second side-impactair bag inflator module 1152.2 adapted for head protection.

Referring to FIG. 104, the above described magnetic sensor 10 can beadapted for various sensing applications in a vehicle 12. For example,in one set of embodiments, a plurality of coil elements 14 are adaptedso as to provide for sensing a deformation of a body portion 1164 of thevehicle 12, for example, a door 78, a quarter-panel 1166, a hood 1168, aroof 1170, a trunk 1172, or a bumper 1174 of the vehicle 12, wherein,for example, the associated plurality of coil elements 14, e.g.distributed coil 124, would be operatively coupled to either a proximateinner panel 84 or structural member 1178 so as to be relatively fixedwith respect to the associated deforming body portion 1164 during theearly phase of an associated event causing the associated deformation,e.g. an associated crash or roll-over event. In accordance with anotherset of embodiments, the plurality of coil elements 14, e.g. distributedcoil 124, may be mounted inside the door 78 of the vehicle 12 andadapted to provide for detecting a deformation of an associated doorbeam 92. In accordance with yet another set of embodiments, theplurality of coil elements 14 are adapted so as to provide for detectinga proximity of a second vehicle 1180 relative to the vehicle 12, forexample, the proximity of a second vehicle 1180.1 traveling in or froman adjacent lane near or towards the vehicle 12, or a second vehicle1180.2 traveling along a path intersecting that of the vehicle 12towards an impending side impact therewith. For example, the associatedplurality of coil elements 14, e.g. distributed coil 124, of themagnetic sensor 10 may be integrated into a trim or gasket portion 1182of the vehicle 12, for example either a door trim portion 1182.1, a bodytrim portion 1182.2, or an interior trim portion 1182.3. In each ofthese applications, the associated assembly of the associated pluralityof coil elements 14, e.g. distributed coil 124, may be integrated with,into, or on an existing component of the vehicle 12 having a differentprimary function. The plurality of coil elements 14, e.g. distributedcoil 124, can provide for a relatively broad sensing region 1016 using asingle associated distributed coil 124 assembly.

It should be appreciated that in any of the above magnetic crash sensorembodiments, that the circuitry and processes associated with FIGS.35-86 may be used with the associated coil, coils or coil elements 14 soa to provide for generating the associated magnetic field or fields andfor detecting the associated signal or signals responsive thereto, asappropriate in accordance with the teachings of FIGS. 35-86 and theassociated disclosure hereinabove.

While specific embodiments have been described in detail, those withordinary skill in the art will appreciate that various modifications andalternatives to those details could be developed in light of the overallteachings of the disclosure. Accordingly, the particular arrangementsdisclosed are meant to be illustrative only and not limiting as to thescope of the invention, which is to be given the full breadth of anyclaims that are supported by the disclosure or drawings, and any and allequivalents thereof.

1. A magnetic crash sensor, comprising: a. at least one coil operativelyassociated with a first tion of a vehicle; b. a signal sourceoperatively associated with said at least one coil, wherein a firstsignal from said signal source is operatively coupled to said at leastone coil so as to cause said at least one coil to generate a magneticfield; c. at least one conductive element operatively associated with orat least a part of a second portion of said vehicle, wherein said atleast one conductive element is located so that said magnetic fieldgenerated by said at least one coil induces at least one eddy current insaid at least one conductive element; and d. at least one circuit,wherein said at least one circuit is operatively coupled to said atleast one coil, said at least one circuit is adapted to generate asecond signal responsive to a self-impedance of said at least one coil,wherein said second signal is at least partially in-phase with saidfirst signal.
 2. A magnetic crash sensor as recited in claim 1, whereinsaid at least one conductive element comprises a metal sheet, film orcoating of paramagnetic or diamagnetic material that is relativelyhighly conductive.
 3. A magnetic crash sensor as recited in claim 1,further comprising a safety restraint system, wherein said safetyrestraint system is actuated responsive to a signal from said at leastone magnetic sensor.
 4. A magnetic crash sensor as recited in claim 1,wherein said at least one coil is operatively coupled to a portion ofsaid vehicle that is susceptible to deformation responsive to a crash.5. A magnetic crash sensor as recited in claim 1, wherein said at leastone coil is operatively associated with a first portion of a door ofsaid vehicle, and said at least one conductive element is operativelyassociated with or at least a part of a second portion of said door ofsaid vehicle.
 6. A magnetic crash sensor as recited in claim 5, whereinat least one said conductive element is operatively associated with orat least a part of a door beam of said door of said vehicle.
 7. Amagnetic crash sensor as recited in claim 5, wherein said at least onecoil is operatively coupled to a door beam of said door of said vehicle.8. A magnetic crash sensor as recited in claim 5, wherein said at leastone conductive element is operatively associated with or at least a partof an inner panel of said door of said vehicle.
 9. A magnetic crashsensor as recited in claim 5, further comprising at least oneaccelerometer operatively coupled to said vehicle, wherein a detectionof a crash is responsive to a signal from said at least one coil and isresponsive to a signal from said accelerometer.
 10. A magnetic crashsensor as recited in claim 9, wherein said accelerometer is operativelycoupled to a structural element of said vehicle proximate to said doorof said vehicle.
 11. A magnetic crash sensor as recited in claim 1,wherein said at least one conductive element is operatively coupled toor a part of a portion of said vehicle that is susceptible todeformation responsive to a crash.
 12. A magnetic crash sensor asrecited in claim 11, wherein said at least one conductive element isoperatively coupled to or at least a part of a bumper of said vehicle.13. A magnetic crash sensor as recited in claim 11, wherein at least onesaid conductive element is operatively associated with or at least apart of an outer skin of said door of said vehicle.
 14. A magnetic crashsensor, comprising: a. at least one coil operatively associated with afirst portion of a vehicle; b. a signal source operatively associatedwith said at least one coil, wherein a first signal from said signalsource is operatively coupled to said at least one coil so as to causesaid at least one coil to generate a magnetic field; c. at least oneconductive element operatively associated with or at least a part of asecond portion of said vehicle, wherein said at least one conductiveelement is located so that said magnetic field generated by said atleast one coil induces at least one eddy current in said at least oneconductive element; d. at least one magnetic sensor adapted to generatea second signal responsive to said magnetic field from said at least onecoil responsive to an influence by said at least one eddy currentinduced in said at least one conductive element by said magnetic field;and e. at least one circuit adapted to generate a third signal from saidsecond signal, wherein said third signal is at least partially in-phasewith said first signal.
 15. A magnetic crash sensor as recited in claim14, wherein said signal source comprises an oscillator.
 16. A magneticcrash sensor as recited in claim 14, wherein at least one said magneticsensor comprises a corresponding at least one said coil, and said secondsignal is responsive to a self-impedance of said corresponding at leastone said coil.
 17. A magnetic crash sensor as recited in claim 14,wherein at least one said magnetic sensor comprises a coil, aHall-effect sensor or a giant magnetoresistive (GMR) sensor.
 18. Amagnetic crash sensor as recited in claim 14, wherein said first portionof said vehicle comprises a front cross beam of said vehicle.
 19. Amagnetic crash sensor as recited in claim 18, wherein at least one saidcoil is located proximate to a central portion of said front cross beamof said vehicle.
 20. A magnetic crash sensor, comprising: a. at leastone coil operatively associated with a first portion of a vehicle; b. asignal source operatively associated with said at least one coil,wherein a first signal from said signal source is operatively coupled tosaid at least one coil so as to cause said at least one coil to generatea magnetic field; c. at least one conductive element operativelyassociated with or at least a part of a second portion of said vehicle,wherein said at least one conductive element is located so that saidmagnetic field generated by said at least one coil induces at least oneeddy current in said at least one conductive element, and said at leastone conductive element comprises a metal sheet, film or coating ofparamagnetic or diamagnetic material that is relatively highlyconductive; and d. at least one magnetic sensor adapted to generate asecond signal responsive to said magnetic field from said at least onecoil responsive to an influence by said at least one eddy currentinduced in said at least one conductive element by said magnetic field.21. A magnetic crash sensor, comprising: a. at least one coiloperatively associated with a first portion of a vehicle; b. a signalsource operatively associated with said at least one coil, wherein afirst signal from said signal source is operatively coupled to said atleast one coil so as to cause said at least one coil to generate amagnetic field; c. at least one conductive element operativelyassociated with or at least a part of a second portion of said vehicle,wherein said at least one conductive element is located so that saidmagnetic field generated by said at least one coil induces at least oneeddy current in said at least one conductive element; and d. at leastone magnetic sensor adapted to generate a second signal responsive tosaid magnetic field from said at least one coil responsive to aninfluence by said at least one eddy current induced in said at least oneconductive element by said magnetic field, wherein said at least onemagnetic sensor is displaced from said at least one coil.
 22. A magneticcrash sensor as recited in claim 21, wherein said at least one magneticsensor comprises a plurality of magnetic sensors that are relativelydistal with respect to said at least one coil.